




COPYRIGHT DEPOSIT. 



fc5/|g 

K«^.v. -^7- 


H\V .»L 

-o^d 

tS~ itMAvIy ky^yi 



s 

& 

wQ» 


fepl 




2A ^TJF--fvy A'W' 

K^r •'/ A 

iSM 





twJxvjSo A r n 







V fcjgs 




HI 

Kf/ / 1V t ^Vf fJrjs 

£$jks( > / Aij«>^'^\vV5oSy 










Kr%.v 


r^ST^- 




* u /7l ^v*^fcb*« 


* ES 

vw^\ f a -%S ^ 

ft J X' ,>*/^4 

' '^■* r i^F--^- X-^cOK 


ll/j^ 
























m&sm 




-yfesf Vi vfifc^-T (Oflrl 
















































» 









'' I 














» 




J 










































* 


/ 































\ 











h 




CATECHISM 


Civ \ 


ELECTRIC HEADLIGHT 


PUBLISHED BY 

Brotherhood of Locomotive 
Firemen’s Magazine 



INDIANAPOLIS 

Wm B. Burford, Printer and Binder 

1906 




T 


TiwuMBifsa 

SEP 10 1908 

WWrt«MBW 

(2um. /o.'9o<* 

/S28 *6 

22TJf 


'3 6> & & 

(is 




Copyright, 1906, 
BY 

John F. MoNamee 






PREFACE 


In the early part of 1905 the brother¬ 
hood of Locomotive Firemen’s Maga¬ 
zine commenced the publication of a se¬ 
ries of articles on the Pyle National 
Electric Headlight by Mr. J. Will John¬ 
son, who, from his connection with the 
company and his experience with this 
particular headlight, was well adapted to 
do the work. These articles were fol¬ 
lowed up by Mr. Johnson in the Maga¬ 
zine with a very full and complete list 
of Questions and Answers on this sub¬ 
ject, which have been so well and fa¬ 
vorably received by the readers of our 
publication that the Editor and Manager 
thought best to publish same in book 
form. Arrangements were therefore made 
with Mr. Johnson to revise and rewrite 
these Questions and Answers and bring 
same fully up to date. 

This work on the Pyle National Elec¬ 
tric Headlight consists of 296 Questions 
and Answers on that all important sub¬ 
ject to the locomotive enginemen of to¬ 
day. 

In view of the high speed at which 
trains are operated today on the great 
railway systems of this country, it be- 


- 3 - 


Preface. 


comes essential to the safety of life and 
property to equip the locomotives with 
headlights of sufficient illuminating pow¬ 
er that the enginemen may be enabled 
to observe an obstruction or defect in 
the track at a much greater distance 
than under moderate speed conditions, so 
as to avoid accident. 

The electric headlight has been so per¬ 
fected that, with the shaft of light which 
it throws far in advance of the onrush- 
ing train, the darkness of night is prac¬ 
tically turned into daylight, and it is 
next to impossible for such a catastrophe 
to take place. 

This little volume is well adapted for 
use in the examination of firemen for 
promotion, and will form a valuable 
text-book for the progressive student who 
has the desire to better his condition and 
broaden his knowledge of a subject with 
which it is essential for him to be fa¬ 
miliar. It is with this object in view 
that this work is now offered to locomo¬ 
tive enginemen, and if it fulfills that 
mission the publisher will feel amply re¬ 
warded. 

Brotherhood of 

Locomotive Firemen’s Magazine. 

Indianapolis, Ind. 


Questions and Answers on the 
Pyle National Electric 
Headlight 

BY J. WILL JOHNSON. 

Question 1 .—Give the definition of an 
electric headlight? 

Answer .—An electric headlight is an 
electrical device applied to the front of 
a locomotive for the purpose of illuminat¬ 
ing the track ahead. 

Q. 2 .—What are the principal parts 
comprising this headlight? 

A .—They are three in number—the 
turbine engine, the dynamo and the arc 
lamp. 

Q. 3 .—What is the chief duty of the 
turbine engine? 

A. : —'To furnish the mechanical power 
that operates the dynamo. 

Q. If .—What produces the light? 

A .—The light is produced by the dy¬ 
namo. 

Q. 5.-—Name the principal parts of the 
dynamo ? 

A.—The armature, with the commu¬ 
tator attached thereto, the two field mag¬ 
nets and the pole pieces. 

Q. 6 .—What are the functions of the 
armature? 

A .—To induce an electro-motive force 


- 5 - 


Catechism of^the 


6 

in the wires wound upon its surface, and 
to concentrate and direct the flow of 
current. 

Q. 7. —What is required of the com¬ 
mutator ? 

A . — To gather together the currents 
produced by the wires wound upon the 
armature, and to cause them all to con¬ 
cur to a desired result. 

Q. 8.—At what point is the commu¬ 
tator attached to the armature? 

A. —The commutator is attached to 
the end of the armature shaft in such a 
manner as to rotate with it. 

Q. 9. — Give the formation of the com¬ 
mutator ? 

A. — The commutator is composed of 
copper bars, to which the armature wires 
are attached at one end. These copper 
bars are separated from each other by 
pieces of mica, which is a nonconducting 
material. 

Q ■ 10. — What is the duty of the field 
coils or magnets? 

A. — To produce a magnetic field, in 
which the armature revolves. 

Q. 11. — Define the pole pieces and give 
their requirements? 

A. — The end portion of the field mag¬ 
net are called the pole pieces ; they form 
the armature chamber in which the ar¬ 
mature revolves. 


Electric Headlight. 


Q. 12. — Give the first three measure¬ 
ments of electricity? 

A. — The volt, the ampere and the ohm. 

Q. 13 . — Define the volt? 

A. — -The practical unit of measurement 
of electrical pressure is the volt. 

Q. 1J /,. — Define the ampere? 

A .—The practical unit of measurement 
of the rate of flow of current is the am¬ 
pere. 

Q. 15. — Define the ohm? 

A. — The practical unit of measurement 
of electrical resistance is the ohm; a re¬ 
sistance that would limit the flow of elec¬ 
tricity under an electro-motive force of 
one volt to a current of one ampere. 

Q. 16. — Where is electricity to be 
found ? 

A. — Electricity pervades all bodies — it 
is found everywhere. 

Q. 17. — Does electricity have weight? 

A. — No, electricity does not represent 
weight. Being intangible and having no 
substance it can not have weight or oc¬ 
cupy space. 

Q. 18. — Tell how electricity is con¬ 
ducted into our stores and dwellings, or 
from the dynamo to the lamps? 

A. — Copper wires are used for the pur¬ 
pose of conducting electricity from the 
dynamo to the lamp. 


8 


Catechism of the 


Q. 19. —What means are employed to 
prevent the electricity from escaping? 

A. —The copper wires are covered with 
various substances, such as rubber, as¬ 
bestos, etc., to prevent the escape of the 
electricity. 

Q. 20. —What is this covering on the 
wires called? 

A. —It is called insulation. 

Q. 21. —Why does water flow through 
the pipes into our stores or dwellings 
when we open the valves or faucets? 

A. —Because of pounds pressure, or 
head. 

Q. 22. —Should the pounds pressure in 
the pipes become too great, what would 
result? 

A. —We would have bursted pipes and 
escaping water. 

Q. 23 .—What is it that causes the 
electricity to flow through the wires.and 
lamps? 

A. —The electro-motive force, or volt¬ 
age, causes the electricity to flow through 
wires and lamps. 

Q. 24 .—In what manner is the electro¬ 
motive force, or voltage, produced? 

A. —The armature revolving in its 
chamber at a very high rate of speed 
produces the electro-motive force, or volt¬ 
age, in the armature wires. 

Q. 25. —If the speed of the armature 


Electric Headlight. 


9 


is increased beyond the point desired, 
what results? 

A .—The electrical pressure, or volt¬ 
age, becomes too high. 

Q. 26 .—Does the speed at which the 
armature revolves determine the amount 
of voltage produced? 

A. —Yes. The amount of voltage pro¬ 
duced is governed by the speed of the 
armature. 

Q. 27 .—What will result if the elec¬ 
trical pressure becomes too great? 

A .—In case the electrical pressure, or 
voltage, becomes too high, the wires 
which conduct the current will become so 
hot that the insulation which is wound 
upon them will become charred, and it 
may even take fire and burn up. 

Q. 28 .—If the insulation on the wires 
becomes charred, does it lose its useful¬ 
ness? 

A. —Yes. Should the material cover¬ 
ing the wires become charred it is no 
longer a perfect insulator, and the cur¬ 
rent, leaking through from layer to layer 
of the coils, will escape. 

Q. 29 .—When the insulation is burned 
or charred, what term is applied to it? 

A .—It is called a burned-out coil. 

Q. 30 .—Is any amount of electricity 
represented by the volt? . 

A. —No, the volt does not represent an 


10 


Catechism of the 


amount of electricity, but only the pres¬ 
sure which acts upon the electricity. 

Q. 31 .—In what manner does the volt 
affect a current of electricity? 

A .—The volt forces a certain quantity 
of current to flow through the wires at a 
given rate per second. 

Q. 32 .—In what way is this rate of 
flow of current measured? 

A .—It is measured in amperes. 

Q. 33 .—What means do we employ to 
cause a current of electricity to per¬ 
form some work for us? 

A .—We accomplish this result by plac¬ 
ing opposition in the path of an electric 
current. 

Q. 3Jf .—Is any resistance offered to 
the flow of current by the wires through 
which it passes? 

A. —Yes. The passage of electrical 
current through copper wire is much like 
the passage of water through a pipe, ex¬ 
cept that the wire is solid and the pipe 
hollow, and the wire offers resistance to 
the flow of current just as the water 
pipe does to the water, and, as in the 
case of the water, the resistance to the 
passage of electricity is greater if a large 
quantity is passed through than a small 
one. 

Q. 35 .—Should you find it necessary 
to conduct a quantity of electricity a cer- 


Electric Headlight. 


11 


tain distance, and for that purpose should 
use two or more small wires of the same 
size or one large wire, would the resist¬ 
ance be less than if one small wire was 
used? 

A .—The resistance would be very much 
reduced; which would cause the current 
to flow more easily. 

Q. 36 .—Will electricity take any path 
that may be offered? 

A. —Yes, electricity will take any or 
all paths that may be offered, but will 
always take the easiest or the one offer¬ 
ing the least resistance to its flow. 

Q. 37 .—Tell what is meant by the 
term, “short circuit”? 

A .—By a “short circuit” we mean 
that some passage is opened whereby a 
quantity of electrical current may flow 
with less resistance than is offered by 
its passage to points of usefulness, such 
as lamps, etc. 

Q. 38 .—What causes the majority of 
short circuits in the Pyle National Elec¬ 
tric Headlight? 

A .—Distorted insulation of wires, 
which is caused by chafing. 

Q. 39 .—Can this chafing of the insula¬ 
tion from tne wires be avoided? 

A .—If the wires are carefully and 
properly protected when an equipment is 
applied these difficulties will not occur. 


12 


Catechism of tiie 


Q. JfO .—Describe the manner in which 
the wires should be run from the dynamo 
to the lamp, when the dynamo is applied 
near the cab of the locomotive? 

A .—The , wires to the arc lamp should 
be run through a separate pipe, and in¬ 
side of a molding, when the dynamo is 
applied near the cab of the locomotive. 

Q. Jfl .—Tell why it is impracticable to 
place these wires inside of the hand- 
railing? 

A .—There are several reasons why the 
wires from the dynamo to the arc lamp 
should not be placed within the hand- 
railing. First, frequently the hand-rail¬ 
ing must be removed when staybolt work 
is done and the boilermakers might be 
careless in removing same and cause dam¬ 
age to the insulation on the wires, and 
this might not be noted until a failure 
had resulted. Second, because of the 
abrupt angle at which the wires are bent, 
there is much danger of the insulation 
being chafed off or the wires broken 
where they enter or leave the hand-rail¬ 
ing. Third, should water get inside of 
the hand-railing and not drain out, in 
time it would moisten and rot the insu¬ 
lation until the water could soak through, 
and when the insulation has become moist 
it has lost its virtue. 

Q. Jf2 .—Describe the manner in which 


Electric Headlight. 


13 


the wires should be run from the dynamo 
to the arc lamp when the dynamo is ap¬ 
plied at the front, or on the arch of the 
locomotive? 

A .—The wires should pass through a 
piece of “circular loom” or a piece of 
rubber hose, and this conduit should be 
passed through to the inside of the re¬ 
flector case when the dynamo is applied 
at the front or on the arch of the loco¬ 
motive. 

Q. a3 .—What is the best method of 
wiring the cab of a locomotive to avoid 
future trouble? 

A .—When wiring for the cab lamps, 
run the wires from the dynamo into the 
cab through an iron pipe or a piece of 
circular loom conduit and under a mold¬ 
ing in the top of the cab. Should the 
iron pipe be used, the wires must be 
carefully wrapped with insulation tape 
where they enter and leave the pipe. 

Q. 44 '—The engine that furnishes the 
mechanical power that operates the dy¬ 
namo is known by what name? 

A .—It is called the Pyle compound 
steam turbine. 

Q. 45 .—Describe the construction of 
the Pyle compound steam turbine and 
the passage of steam through same. 

A .—This turbine engine consists of a 
main casting having three rows of ex- 


14 


Catechism of tiie 


haust or receiving buckets ; the turbine 
wheel which revolves in this casting has 
three rows of bottomless buckets or 
blades that are solid cast in the wheel, 
and that fit into a recess in the main 
casting in such a manner that the steam 
may pass from the blades of the wheel 
to the exhaust buckets of the casting 
and back into the next row of bottom¬ 
less buckets in the wheel, and so on jin- 
til it passes into the central exhaust 
chamber, thence to the atmosphere. 

Q. Jf6 . — Is any internal lubrication re¬ 
quired for this turbine engine? 

A . — It requires no internal lubrication, 
for the reason that it has no reciprocat¬ 
ing parts. 

Q. 1ft . — The speed of this device is 
controlled by some mechanical means. 
What is it? 

A . — A governor, which is applied with¬ 
in the casing of the engine, controls the 
speed of this device. 

Q. ^8.—What is the style of governor 
used? 

A . — This governor is of the centrifugal 
form. 

Q. 49 . — Do we find any other appli¬ 
ance within this turbine engine to pre¬ 
vent the spee*d from attaining a velocity 
beyond the point desired? 

A. — Yes, we will find, in all of the 


Electric Headlight. 


15 


machines that have been applied in the 
last four years, that the turbine wheel 
is supplied with a centrifugal brake, and 
this is set to act at about 150 revolutions 
higher speed than the point at which the 
governor is set to act. 

Q. 50 . — Why is it necessary to set 
this centrifugal brake to act at a higher 
rate of speed than that of the governor? 

A . — The centrifugal brake is set to act 
at a higher rate of speed than the gov¬ 
ernor for two reasons. First, from the 
fact that the brake will not act as quick¬ 
ly as the governor weights, it will be 
seen that were the brake set to act in 
conjunction with the weights it would 
seriously interfere with the speed at the 
critical time. Second, the centrifugal 
brake was designed and applied to pre¬ 
vent any possibility of the turbine wheel 
running away and being thrown to pieces 
by centrifugal force at times when the 
governor valves have been neglected, etc. 

Q. 51 .-—How many governor weights 
are found in this device? 

A. — There are four governor weights 
in this device. 

Q. 52 . — Mention how many sets of gov¬ 
ernor springs are used in this device, 
and their duty? 

A . — -We will find that there are four 
sets of goyernor springs used in this de- 


1G 


Catechism of the 


vice, and the duty of these springs is to 
offer the proper amount of resistance to 
the movement of the governor weights 
and also to cause them to act quickly. 

Q. 53 .—How many governor valves are 
there in this device, and where are they 
located? 

A .—Two governor valves are used for 
admitting the steam to the turbine wheel, 
and they are placed within the governor 
stands. 

Q. 55 -—At what point are the govern¬ 
or stands located? 

A .—The governor stands are suspended 
to the main casting and at diametrically 
opposite points. 

Q. 55 .—What is the effect upon the 
governor weights when the steam is 
turned on and motion given to the tur¬ 
bine wheel? 

A .—When the turbine wheel is started 
in motion the governor weights tend to 
fly farther apart, from the fact that they 
are attached to the turbine wheel and 
revolve about the vertical axis of the 
shaft. 

Q. 56 .—What does this action of the 
governor weights cause? 

A .—This action of the governor weights 
forces the cross arm out, and it in turn 
moves the two governor valves in toward 
their seats and thus diminishes the vol- 


Electric Headlight. 


17 


ume of steam that is flowing to the tur¬ 
bine wheel. 

Q • 57 . — Would the governor be able 
to control the speed if the governor 
weights were allowed to travel out far¬ 
ther than at right angle position to the 
face of the turbine wheel before the gov¬ 
ernor valves are seated? 

A . — It would not. 

Q. 58 . — Will it be found necessary at 
any time to change the governor if it 
is set so that the valves are seated when 
the governor weights are drawn at right 
angle position to the face of the tur¬ 
bine wheel, and why? 

A .—The action and position of the 
governor valves are determined by the 
position of the governor weights, the po¬ 
sition of the latter being controlled by 
the speed at which the turbine wheel re¬ 
volves. Should the valves be set in such 
a manner that they are carried to the 
seat of the steam supply, when the 
weights are thrown to the point of least 
resistance, it will be found when the 
governor valves have become worn and 
must be faced off that they will not seat 
when the governor weights are drawn 
to the above stated position, and it will 
now be necessary to bend the ends of 
the cross-arm until the valves will seat. 

Q. 59 . — Should it be found that the 


[2] 


IS 


Catechism of the 


governor weights will over-travel, that is, 
should they be drawn bevond a position 
at right angles to the face of the tur¬ 
bine wheel before the governor valves 
may be seated, in which direction must 
the ends of the cross-arm be bent to 
cause the governor valves to seat firmly 
when the governor weights are drawn to 
critical service position? 

A .—When the weights are drawn to 
critical service position, which is at right 
angle to the point of suspension or the 
face of the turbine wheel, the ends of 
the cross-arm must be sprung out—away 
from the wheel—until the valves will 
seat firmly. 

Q. 60 .—Describe how this work should 
be done in order that both governor 
valves may have the same travel? 

A .—When it is found that the govern¬ 
or valves will not seat firmly when the 
governor weights are drawn to right an¬ 
gle position to the face of the turbine 
wheel, the ends of the cross-arm 36 must 
be bent back—out—away from the face 
of the turbine wheel until the governor 
valves will seat when the governor 
weights are drawn to a position straight 
out from the wheel. 

Q. 61 .—How often do we find it neces¬ 
sary to examine the governor valves to 
insure ideal service? 


Electric Headlight. 


19 


A .—A competent inspector should 
make a thorough examination of the gov¬ 
ernor valves once each month, and he 
should be provided with a book in which 
to keep a record of all such inspections. 

Q. 62 .—When the governor has been 
properly set, for what length of time 
will this device run before the governor 
valves may need to be faced off? 

A .—For at least six months. 

Q. 63 .-—Why then should we find it 
necessary to remove the engine cap and 
make an examination of these governor 
valves once in every month? 

A .—This governor is of the centrifugal 
form and is set to act at the maximum 
speed which- this engine should attain, 
which is at the point of the maximum 
output desired that the dynamo shall de¬ 
liver. In bad water districts the locomo¬ 
tive boiler may foam, or the engineer 
get too much water in the boiler, and 
some of this water is sure to pass through 
the turbine engine, which would be cer¬ 
tain to cause the governor valves to 
stick. If they should stick open, a very 
high electro-motive force would be built 
up and the copper electrode and holder 
might be destroyed, hence the necessity 
of the regular monthly inspection. 

Q. 6J t ).—Is it absolutely necessary to 
remove the engine cap in order to as 


20 


Catechism of the 


certain whether or not the governor 
valves are stuck? 

A. —No, it is not always necessary to 
remove the engine cap to find if the gov¬ 
ernor valves are stuck, as it can be de¬ 
termined by taking the speed with the 
load on, then with the turbine running 
without a load. 

Q. 65 .—How does the speed recorder 
determine when one of the governor 
valves is stuck “shut”? 

A .—When the governor has been han¬ 
dling the load, that is, when the gov¬ 
ernor has been set on a wide open throt¬ 
tle, should one of the valves stick shut 
the speed will be low with the light 
burning, but when the load is taken off 
the speed will at once attain the maxi¬ 
mum. 

Q. 66 .—How shall we determine if one 
of the valves is stuck “open”? 

A .—The copper electrode will be fused 
almost instantly if the governor valve 
is stuck open, and when the load is 
taken off the speed of the turbine will 
become excessive. A constant and heavy 
flow of steam from the exhaust pipe can 
also be noted with little variation. 

Q. 67 .—By what means is the center- 
piece and the face of the cross-arm, 36, 
lubricated? 

A .—By what is known as the “graph¬ 
ite ring.” 


Electric Headlight. 


21 


Q. 68 . — Give description of this graph¬ 
ite ring and its location? 

A . — The graphite ring is a flat bronze 
ring drilled full of holes, and these holes 
are filled with graphite. The ring is 
placed in a small recess in the center- 
piece and is held in position by the cross- 
arm. 

Q. 69 . — How often does it become nec¬ 
essary to renew this graphite ring? 

A . — The graphite ring will wear in¬ 
definitely — no actual time limit can be 
given to its life and wear. 

Q. 70 .-—When the governor valves have 
correct travel and all parts are in good 
condition, in what way can the speed 
of the turbine engine and dynamo be 
increased? 

A . — Tb increase the speed of the tur¬ 
bine and dynamo, move all of the ad¬ 
justing screws, 117, of the governor 
springs to the right. 

Q. 71 . — In what manner may the speed 
of the turbine and dynamo be decreased? 

A . — To decrease the speed of the tur¬ 
bine and dynamo, move all of the adjust¬ 
ing screws, 117, of the governor springs 
to the left. 

Q. 72 . — How far should the adjusting 
screws be turned to increase the speed 
of the dynamo 100 revolutions per min¬ 
ute? 


oo 


Catechism of the 


A.—All of the adjusting screws, 117, 
must be moved one-half turn to the right 
in order to increase the speed of the 
dynamo 100 revolutions per minute. 

Q. 73 .—And to decrease the speed of 
the dynamo in the same proportion, how 
shall we proceed? 

A .—To decrease the speed of the dy¬ 
namo 100 revolutions per minute, move 
all adjusting screws, 117, one-half turn 
to the left. 

Q. 74 -—Is there a possibility that the 
adjustment of the governor-spring screws 
will not cause the engine to respond to 
the desired speed at all times? 

A. —Yes, there are various things that 
will, at certain times, prevent the regu¬ 
lation of the speed of the dynamo by 
changing the adjustment of the govern¬ 
or-spring screws. 

Q. 75 .—Mention one cause that will 
interfere with the regulation of speed by 
means of the adjusting screws? 

A.—When the bearing in the engine 
cap has not been properly lubricated and 
has become worn from lack of lubrication 
the turbine wheel will have been lowered 
in the casing and it will then be found 
that the edge of the bottom governor 
stand has been worn off by the turbine 
wheel, which has slowly dropped down 
by this bushing wear until it has come 


Electric Headlight. 


23 


in contact with the governor stand; and 
in a short time the space between the 
governor stands and turbine wheel will 
be increased until it will not be neces¬ 
sary for the steam to pass through the 
turbine wheel to gain the atmosphere, 
but can pass around on either side of 
the wheel to the exhaust. In such a 
case, adjustment of the regulating screws 
could not be effective. 

Q. 76 .—Give a second reason why ad¬ 
justment of the governor-spring' screws, 
117, will fail to regulate the speed of the 
turbine engine? 

A .—The adjustment of the governor¬ 
spring screws will fail to regulate the 
speed of the engine if the bearings are 
not properly lubricated and the end thrust 
is maintained too close. Since the steam 
is directed against the buckets of the 
wheel by the governor stands, the latter 
being suspended to the main casting, in 
a short time the flange of the bushings 
and the cast-iron washer in the engine 
cap will be worn so badly that the tur¬ 
bine wheel will be carried out and away 
from the main casting and governor 
stand by this end thrust adjustment. The 
steam not now being directed against the 
center of the buckets in the wheel, but 
against the side of the wheel, will be al¬ 
lowed to pass around to the back side of 


24 


Catechism of the 


the turbine wheel to the exhaust, instead 
of passing through the wheel. 

Q. 77 .—Give a third reason why the 
adjustment of the governor-spring screws 
will be ineffectual in controlling the speed 
of the turbine engine? 

A .—Should one of the governor valves 
stick either open or closed, it would be 
found impossible to regulate the speed of 
the engine as desired by movement of 
the adjusting screws while the valve re¬ 
mained in such condition. 

Q. 78 .—Should the end thrust always 
be adjusted before the engine cap is re¬ 
moved? 

A. —Yes. Always see that the end 
thrust is adjusted to 1-32 of an inch 
before the engine cap is removed. 

Q. 79 .—Why is this adjustment neces¬ 
sary? 

A .—Should it be found necessary to 
make some changes in the governor, such 
for instance as changing the cross-arm, 
etc., unless the end thrust has been ad¬ 
justed before such changes are made, 
there is great danger that the travel of 
the governor valves might be reduced, 
and perhaps closed entirely. 

Q. 80 .—Tell the manner in which the 
adjustment of the end thrust is made? 

A.—The adjustment of the end thrust 
movement is made in this way: when 
facing the dynamo, first loosen both the 


Electric Headlight. 


25 


screws in the end thrust casting, then tap 
the casting on the left side and this will 
take up or shorten the end movement. 
Tap the end thrust casting on the right 
, side to loosen or increase the end move¬ 
ment. 

Q. 81.— What'is the remedy when it is 
found that, due to the end thrust casting 
being worn by too close adjustment, the 
turbine wheel has been carried away 
from the governor stands until the steam 
can not be directed against the center of 
the buckets in the wheel? 

A .—A new cast-iron washer, 33, and a 
new bushing, 17, in the engine cap will 
be required. 

Q. 82 .—What substitute may be used 
if there are no new parts at hand to 
make repairs? 

A .—Should we have no new parts con¬ 
venient, temporary repairs may be made 
»in the following way: First, loosen the 
screws in the end thrust casting and 
move this casting to the right, then move 
the wheel in toward the main casting 
as far as it will go and place a metallic 
washer between the flange of bushing in 
the engine cap and the cast-iron washer, 
and be careful that this washer is only 
of sufficient thickness to take up the lost 
motion between the flange of bushing and 
the cast-iron washer. 

Q. 83 .—Should you get this metallic 


Catechism of the 


2<> 


washer too thick in making your tempo¬ 
rary repairs, what would result? 

A .—It would be impossible to return 
the engine cap to place. 

Q. 84 -—Can you now say that the 
speed of the turbine engine and dynamo 
is always influenced to a marked degree 
by changing the tension of the regulat¬ 
ing springs? 

A —It is now quite clear that the speed 
of the turbine engine and dynamo is not 
always influenced by changing the ten¬ 
sion of the regulating springs. Other con¬ 
ditions must first be looked into and 
reckoned with. 

Q. 85 .—At what point of the wheel is 
the centrifugal brake applied? 

A .—We will -find that the centrifugal 
brake is placed on the back side of the 
turbine wheel, being fastened to the wheel 
by screws and then riveted. 

Q. 86 .—Tell the manner in which this 
brake is adjusted? 

A .—For the purpose of adjusting the 
centrifugal brake, remove the armature, 
engine cap and governor, pull out the 
wheel and shaft and you will have free 
access to the brake. 

Q. 87 .—How can the centrifugal brake 
be adjusted to act at a lower speed than 
that at which you may find it set to act, 
if you should wish to have the brake act 
at a lower speed? 


Electric Headlight. 


27 


A .—By turning all of the adjusting 
nuts, 136, to the left. 

Q. 88 .—How can the centrifugal brake 
be adjusted to act at a higher speed? 

A .—By turning all of the adjusting 
nuts, 136, to the right. 

Q. 89 .—One half turn of the adjusting 
nuts, 136, either to the right or left, 
changes the point of speed at which the 
brake acts how much? 

A .—By moving all of the adjusting 
nuts, 136, one-half turn you change the 
point of speed at which the brake will 
act 150 revolutions. 

Q. 90 .—Will it be found necessary to 
readjust the centrifugal brake if the cor¬ 
rect travel of the governor valves is 
maintained? 

A .—It will seldom, if ever, be found 
necessary to readjust this brake if the 
correct travel of the governor valves is 
maintained. 

Q. 91 .—Describe the manner in which 
the cast-iron washer is secured that it 
may revolve with the turbine wheel shaft. 

A.—A small dowel pin, which is made 
to enter the hub of the turbine wheel, 
sustains the cast-iron washer and causes 
it to revolve with the turbine wheel shaft. 

Q. 92 .—Do these dowel pins sometimes 
break off? 

A .—It is not an unusual occurrence 
for these dowel pins to break. 


28 


Catechism of the 


Q. 93 .—Mention some reason for these 
dowel pins breaking? 

■‘4..—^The dowel pin is liable to break if 
the equipment is run with too much end 
thrust, thus allowing the washer to move 
the dowel pin out of the recess. 

Q. 94 -—Give another reason for the 
breaking of the dowel pins. 

-4-.—Maintaining the end thrust too 
close with insufficient lubricant will cause 
the dowel pins to break. 

Q. 95 .—What would be the result if 
this dowel pin should break? 

-4.-—The washer could not revolve with 
the wheel but would be loose on the shaft, 
thus causing the hub of the turbine wheel 
to chafe and wear the thin back surface 
of the washer, which action will soon in¬ 
crease the end thrust beyond the point 
desired. 

Q. 96 .—Is it necessary to note the con¬ 
dition of this cast-iron washer and dowel 
pin when the engine cap is removed for 
inspection or other work? 

A-. —Yes, it is quite essential to know 
that the cast-iron washer and dowel pin 
are in proper condition, and under no 
circumstances allow the cast-iron washer. 
33, to run without the dowel pin. 

Q. 97 .—Should the end thrust be taken 
up when the equipment is cold? 

A .—It should always be taken up 
when the equipment is cold. 


Electric Headlight. 


29 


Q. 98 .—Give the reason? 

A .—If the adjustment of the end 
thrust is made when the equipment is 
cold, when it is heated up and expan¬ 
sion takes place it will not be too tight 
if adjusted to 1-32 of an inch. 

Q. 99 .—Tell why the end thrust should 
not be taken up closer than 1-32 of an 
inch. 

A .—Should we adjust the end thrust 
to a movement less than 1-32 of an inch 
there would be great danger of the en¬ 
gine “binding” between the cast-iron 
washer and the flange of bushing when 
the steam was turned on and the engine 
and casing heated up, and the engine 
might be completely stalled, or if not it 
would be slowed down to a point at 
which it could not satisfactorily accom¬ 
plish its work. 

Q. lOo .—What would result if the end 
thrust casting, with which we adjust this 
movement, should become loosened on the 
shaft? 

A .—When we face the dynamo we find 
that the armature and shaft turn to the 
right. In order to take up or decrease 
the end movement this end thrust cast¬ 
ing should be moved in the opposite di¬ 
rection from that in which the shaft 
rotates. If the screws which secure this 
casting to the shaft should become loos¬ 
ened, the shaft which is revolving at a 


30 


Catechism of the 


very high rate of speed would tend to 
run away from the adjustment casting. 
This casting is a worm screw device, and 
would move up on the shaft until its own 
flange and the cast-iron washer in the 
engine cap would be carried against the 
flange of bushings and the engine would 
stall. 

Q. 101 .—How can the engineer in¬ 
stantly locate such trouble? 

A .—The engineer can easily locate such 
trouble from the fact that when the tur¬ 
bine engine is stalled by this casting be¬ 
coming tightened on the shaft the steam 
will blow very hard at the exhaust, and 
it will be impossible to move the arma¬ 
ture or shaft by hand as can be done 
very easily at all other times. 

Q. 102 .—When this trouble occurs 
what should be done to remedy it? 

A .—To remedy this trouble, when fac¬ 
ing the dynamo move the end thrust cast¬ 
ing to the right until the engine is free, 
then adjust the end thrust movement to 
1-32 of an inch, being careful to tighten 
the two screws securely. 

Q. 103 .—What precaution should be 
taken to prevent the governor valves from 
sticking? 

A .—The sticking of the governor 
valves may be prevented in the follow¬ 
ing manner: Remove the %-inch plug 


Electric Headlight. 


31 


at the top of the engine casting each 
trip before starting the equipment, and 
introduce a small amount of coal oil or 
black oil at this point. Then when the 
steam is turned on to the turbine engine 
this oil will be blown through the gov¬ 
ernor stands and around the governor 
valves, and will cut away any scale that 
may have started to form. 

Q. 104 .—Should oil be introduced at 
this point to lubricate the turbine engine 
or the governor valves? 

A. —No. This engine requires no in¬ 
ternal lubrication for the reason that it 
has no reciprocating parts. 

Q. 105 .—Give the number of bearings 
within this device. 

A .—This device has two bearings. 

Q. 106 .—Give the location of these two 
bearings. 

A.-—The shorter bearing is placed in 
the engine cap casting and supports the 
weight of the turbine wheel. The longer 
or main bearing is found in the box 
yoke and carries the weight of the ar¬ 
mature. 

Q. 107 .—In what manner are these 
bearings lubricated? 

A .—These bearings are each provided 
with an oil cellar into which a small 
loose ring is suspended around the shaft 
and a part of the top of each bushing 


32 


Catechism of the 


is cut away, thus allowing^ the oil ring 
to turn with the shaft. This oil ring 
is carried around with the shaft as it re¬ 
volves, and passing through the oil in 
the oil cellar carries a part of the, oil 
up to the top of the shaft, where it 
passes through the grooves in the bush¬ 
ings to the bearing proper. 

Q. 108 .—Should the same grade of oil 
be used for both of these bearings? 

A .—The same grade of oil should not 
be used for both bearings in all cases; 
particularly is this a fact in the winter. 

Q. 109 .—What kind of oil is best for 
use in the small bearing in the engine 
cap? 

A -.—It is always advisable to use valve 
or cylinder oil for the bearing in the en¬ 
gine cap. 

Q. 110 .—For what reason is it neces¬ 
sary to use an oil with as heavy body 
as valve or cylinder oil in this bearing? 

—It would not be practicable to use 
an oil of a lower flashing point than 
cylinder oil for this bearing, on account 
of the heat in the engine cap and the 
presence of steam. 

Q • HI .—How often should we oil this 
small bearing in tne engine cap? 

A .—Always just before starting the 
equipment or at the beginning of each 
trip. 


Electric Headlight. 


33 


Q. 112 .—What quantity of oil is re¬ 
quired to satisfactorily lubricate this 
bearing? 

A.—Have only enough oil in the oil 
cellar that the loose ring may touch— 
this should not require more than two 
tablespoonfuls of oil. 

Q. 113 .—What should be attended to 
before oil is introduced into this oil cel¬ 
lar? 

A.—Open the drain cock and allow 
the water of condensation always to be 
found in this oil cellar to drain off; then 
you must be sure that the drain plug is 
tightly closed before the oil is introduced 
into the oil cellar. 

Q. 111 }.—If this drain cock is left open, 
what would result? 

A.—The oil, of course, would pass out 
at once leaving the bearing dry, with 
the result that the shaft and bushing 
would be quickly destroyed. 

Q. 115 .—What kind or grade of oil 
should we use in the main bearing in the 
box yoke? 

A.—We will find that the best results 
are usually obtained by the use of black 
or engine oil in the main bearing. 

Q. 116 .—Why can best results be ob- . 
tained from the use of common engine 
oil in this bearing? 

A.—For the reason that this bearing 


■[3] 


34 


Catechism of the 


is always practically cold, an oil with 
a heavy body would be unable to pass 
through the long grooves in the bushing, 
but would drop back into the oil cellar. 
This is especially true during the cold 
weather. 

Q. 117 .—Is it unsafe to use cylinder 
oil for this bearing? 

A .—It is not safe to use cylinder oil 
for this main bearing except in the sum¬ 
mer time or in the extreme South. 

Q. 118 .—What trouble will be met with 
by the persistent use of cylinder oil for 
the main bearing? 

A .—It will necessitate the frequent re¬ 
newal of the bushing. 

Q. 119 .—If this main bushing is prop¬ 
erly lubricated, for what length of time 
should it run without renewal? 

A .—If the proper lubricant is used, 
and used regularly, this bushing will run 
at least two years. 

Q. 120 .—Why is so small a quantity 
of oil required in the bearings of this 
device to insure successful operation? 

A .—Very little oil is required in the 
bearings, for the reason that both the 
engine and the dynamo are perfectly bal¬ 
anced. 

Q. 121 .—Will the life and usefulness 
of this bushing be influenced to any 
great extent if the steam blows at the 
stuffing-box gland nut 21 f 


Electric Headlight. 


35 


A. —Yes, the bushing and shaft would 
be destroyed very quickly if the steam 
was allowed to blow at the stuffing-box 
gland nut, for the steam will follow along 
the shaft and blow off the oil which has 
been carried up by the loose ring and 
deposited on the bearing, leaving the 
bearing dry. 

Q. 122 .—Mention some other great 
damage which might result from the 
steam blowing at this point. 

A .—Steam blowing at this point would 
soon destroy the insulation on the ar¬ 
mature coils, for the reason that a por¬ 
tion of the oil, carried to the top of the 
shaft by the oil ring, would be blown 
against the armature coils. 

Q. 123 .—What is the best packing for 
use in the stuffing-box? 

A .—You may make use of any soft 
packing, such as lamp wioking, etc., but 
never use asbestos. 

Q. 124 .—What quantity of oil should 
be introduced in the main bearing? 

A .—Use only a sufficient amount of 
oil in the main bearing for the loose oiL 
ring to trail in. 

Q. 125 .—Should the overflow holes in 
the oil cellar be regarded as a gauge for 
filling? 

A .—If this cellar was completely filled 
with oil it would be thrown out by the 
oil ring from the opening in the top of 


36 


Catechism of the 


the casting. The overflow holes were 
placed in the casting to prevent such an 
occurrence, and the oil cellar should not 
be filled so full that the oil would run 
out through the overflow holes. 

Q. 126 . — Is there another reason why 
the oil cellar should not be filled so fuil 
of oil that it can be thrown out or will 
run out of the overflow holes? 

A.—Aside from the fact that it would 
be a sheer waste of oil this lubricant 
thrown out would attract dirt around 
the dynamo, and this must be avoided as 
far as possible. 

Q. 127 . — How often should we oil this 
main bearing? 

A . — It is seldom found necessary to 
oil the main bearing oftener than two or 
three times-each week, though it should 
be examined before starting the equip¬ 
ment for each trip, to insure safety. 

Q. 128 . — What is likely to occur when 
the main bushing becomes badly worn? 

A . — It must be replaced for this rea¬ 
son : The weight of the armature is 
supported by the main bearing, and, as 
the armature’s clearance in the armature 
chamber is just sufficient to allow for its 
rotation and a reasonable wear to the 
bushing, were this bushing uot renewed 
when it is founu to be worn, the arma¬ 
ture would, in time, strike the pole pieces, 


Electric Headlight. 


37 


thus causing a short circuit in the dy¬ 
namo. 

Q. 129 . —Give the maximum speed at 
which this turbine engine is intended to 
run. 

A . — Eighteen hundred revolutions per 
minute. 

Q. ISO . — Give the minimum speed at 
which this turbine engine is intended to 
run. 

A . — It should not be lower than six¬ 
teen hundred revolutions per minute in 
order to insure a good light at all times. 

Q. 131 . — What precaution should be 
observed in starting this equipment in 
operation ? 

A . — When starting the electric head¬ 
light, open the throttle to the steam tur¬ 
bine very slowly so that the water of 
condensation may pass out of the pipes 
and casting. This will also allow the 
steam to gradually heat the pipes and 
engine. 

Q. 132 . — Is there any other reason 
why this device should be started slowly? 

A . — By starting the equipment in this 
manner you not only heat up the pipes 
and engine, but your throttle opening 
will not be too large for the speed at 
which you may desire to run your dyna¬ 
mo when the water of condensation is 
carried off. Hence, if the governor 


3S 


Catechism of the 


valves were in need of attention and the 
steam was turned on rapidly with the 
throttle opened up wide, as soon as the 
water had passed out of the pipes and 
turbine engine the speed of the dynamo 
would become so great, and the electro¬ 
motive force would be built up so high, 
that the copper electrode would be dam¬ 
aged. 

Q. 133 .—In what manner is the arma¬ 
ture of this device made to revolve? 

A .—The armature is attached to the 
engine shaft and is thus made to revolve 
with the turbine. 

Q. m.— How is the armature connect¬ 
ed to the engine shaft—directly or by 
means of a coupling device? 

A .—The armature is connected direct- 
lv to the engine shaft and no coupling 
device is employed. 

Q. 135 .—Is it any great advantage to 
have the armature connected directly to 
the engine shaft? 

A. —Yes, we gain this advantage: 
When the engine and armature are con¬ 
nected to the same shaft we avoid the 
difficulty of setting them in line with 
each other, as would be necessary if a 
special coupling device was used. 

Q. 136 .—In what manner is the arma¬ 
ture held in place on the engine shaft? 

A .—One screw holds the armature in 


Electric Headlight. 


39 


place on the engine shaft, and this can 
be easily removed if occasion demands. 

Q. 137 .—What is the number of 
brushes used with this dynamo? 

A .—There are two brushes used with 
this dynamo. 

Q. 138 .—Is it possible to shift the po¬ 
sition of these brushes on the commu¬ 
tator? 

A .—The brush holders are rigid, hence 
it is impossible to shift the position of 
the brushes. 

Q. 139 .—Then it will be found impos¬ 
sible for the brushes to lose their polar¬ 
ity? 

A .—It will not be possible for the 
brushes to lose their polarity. 

Q. lift .—Is it possible for the brushes 
to be taken out and replaced or trimmed 
without changing the tension of the 
springs ? 

A .—It is not necessary to change the 
tension of the springs in order to re¬ 
move, replace or trim the brushes. 

Q. 141 .—How many styles of brush 
holders are found in use on this dynamo? 

A .—We will find two styles of brush 
holders in use on the Pyle National dy¬ 
namos at the present time. One, the old 
style, has the flat straight bar spring, 
while the other, or later one, has a coil 
spring. 


40 


Catechism of the 


Q. 11 $.—In what manner is brush ad¬ 
justment made with the old style brush 
holder? 

A.—Adjustment of brushes is made by 
means of the adjusting screw when the 
old style brush holder is used. 

Q. 143 .—Is it possible for the engineer 
to change this tension at will? 

A.—The engineer can regulate the ten¬ 
sion of the old style brush holders only. 

Q. lJfJf .—Explain why the tension on 
the brush having the new style brush 
holder can not be changed as easily or 
as readily as the tension on the brush 
having the old style holder. 

A .—It is more difficult to change the 
tension on. the new style brush holder 
for the reason that it is supplied with a 
coil spring, and this spring is set or fixed 
with a predetermined pressure upon the 
brushes which will maintain a sufficient 
pressure upon them to prevent sparking 
until the brush is worn out. The ten¬ 
sion of these springs can not be altered 
without removing the adjuster screw and 
spring adjuster, and for this purpose a 
heavy screw driver will be required. 

Q. 11 $.—What was the chief difficulty 
with the old style brush holder, and why 
was it found necessary to adopt the new? 

A.—With the old style brush holder 
the chief trouble was sparking at th^ 


Electric Headlight. 


41 


brushes, while with the new this trouble 
has been reduced to a minimum because 
of the predetermined pressure of the 
brush upon the commutator at all times, 
which could not be attained by the use 
of the old style holder. 

Q. 1J/6 .—What usually causes sparking 
at the brushes? 

A .—Sparking at the brushes is almost 
invariably caused by an imperfect con¬ 
tact between the commutator and the 

brushes. 

Q. lift —Why will an imperfect con¬ 
tact between the commutator and the 

brushes cause sparks between these 
points? 

A .—The electric spark, or arc, is only 
seen or produced when an improper con¬ 
tact is made between two points, from 
one to the other of which an electric 
current is flowing; hence, when the 
brush does not touch the commutator 
freely and an improper contact is made 
sparking will be seen. 

Q. V{8 .—How much greater resistance 
is offered to the passage of an electric 
current through an air space than is of¬ 
fered by its passage through a copper 
conductor? 

A .—More than a million times greater 
resistance is offered to the passage of 
an electric current through an air space 


42 


Catechism of the 


i 


than will be offered to its passage through 
a copper conductor. 

Q. 149 .—At about what rate of speed 
has it been determined by electrical en¬ 
gineers that an electric current will flow? 

A .—It has been decided that an elec¬ 
tric current travels at the unthinkable 
speed of 186,000 miles per second. 

Q. 150 .—If sparks are seen at the 
brushes when the old style brush holder 
is used, what course should be adopted 
to remedy the trouble? 

A .—We should first see if the com¬ 
mutator is clean and free from dirt. If 
it is clean, and sparks are still seen, we 
must tighten the brush that is sparking 
until sparks are no longer seen. In order 
to tighten this brush, turn the adjusting 
screw, 110, to the right. 

Q. 151 .—If sparks are seen when the 
new style brush holder is in use, what 
should be done? 

A.—Sparking at the brushes when the 
new style brush holder is in use is al¬ 
most invariably caused by a dirty com¬ 
mutator or brush, and the only remedy 
for that trouble is to stop the dynamo 
and clean the commutator and brushes. 

Q. 152 .—What will best serve the pur¬ 
pose for cleaning the commutator? 

A .—A damp cloth or piece of waste is 
best for cleaning the commutator. 


Electric Headlight. 


43 


Q. 153 . — How should the commutator 
be cleaned? 

A .-—To clean the commutator rub 
lengthwise of the bars with a clean, damp 
cloth, and after cleansing thoroughly 
wipe dry with a clean cloth or piece of 
waste. 

Q. 151 }. — If the commutator continues 
to spark after being rubbed with a damp 
cloth and wiped perfectly clean and dry, 
what must be done? 

A . — If the commutator is clean and 
sparking continues it is caused by an im¬ 
perfect contact between the commuta¬ 
tor and the brushes, and they must be 
cleaned with a piece of number “O” 
sandpaper. 

Q. 155 .—What is the method of clean¬ 
ing the commutator with sandpaper? 

A .—Both brushes must be removed 
when it is found necessary to clean the 
commutator with sandpaper, and then 
proceed in the following manner ; Take 
a strip of number “O” sandpaper about 
the width of the brushes, and while the 
commutator is running work the sand¬ 
paper back and- forth lengthwise of the 
commutator so as to cover the entire sur¬ 
face, and continue until the commutator 
is perfectly smooth. 

Q. 156 .—After thoroughly cleaning the 
commutator with sandpaper, what else 


44 


Catechism of the 


should be done before starting the dyna¬ 
mo in operation? 

A .—After using the sandpaper on the 
commutator the brushes should be 
cleaned and fitted to the same contour 
as the commutator, and the commutator- 
should be wiped perfectly clean and free 
from grit. 

Q. 157 .—How are these brushes fitted 
to the same contour as the commutator? 

A .—When we have a new set of 
brushes to apply, or an old set to true 
up, we use a strip of number “O” sand¬ 
paper in the same manner as when clean¬ 
ing the commutator, with the exception 
that the dynamo. is not running when 
we are fitting or truing up the brushes. 
Place the sandpaper on the commutator 
with the rough side up or against the 
brush, and pull the sandpaper through 
and under the brush in the direction of 
the rotation of the armature and continue 
this until the brush is fitted to and has 
the same contour as the commutator. 

Q. 158 .—In fitting the brushes why do 
we pull the sandpaper through, under the 
brush in the direction of the rotation of 
the armature? 

A.—By pulling the sandpaper under 
the brush in the direction of the rota¬ 
tion of the armature, the brush is drawn 
against the side of the brush holder, 


Electric Headlight. 


45 


where it is carried when in use by the 
rotation of the armature, and thus a per¬ 
fect bearing is insured when the dyna¬ 
mo is in operation. 

Q. 159 .-—What will result if the pres¬ 
sure of the brush against the commutator 
is too heavy? 

A . — When the brush bears with too 
much pressure against the commutator 
it creates a great deal of frictional heat 
and causes unnecessary wear to both the 
commutator and brushes. 

Q. 160 . — With what pressure should 
the brush bear upon the commutator to 
secure the best results? 

A.—The pressure of the brush upon 
the commutator bars should only be suf¬ 
ficiently heavy to collect the full strength 
of the current without allowing sparks 
to be seen. Pressure should also be 
heavy enough to overcome all vibration 
due to the rotation of the armature or 
the jar of the locomotive. 

Q. 161 .—Why is the shaft of this de¬ 
vice given end thrust, or end movement? 

A .—To prevent the scratching or groov¬ 
ing of the commutator. 

Q. 162 .—Why does end movement pre¬ 
vent the scratching of the commutator? 

A .—The hard spots always found in 
the carbon brushes would cut and scratch 
the commutator until it would become 


46 


Catechism of the 


useless and the dynamo would refuse to 
build up, were it not for the end move¬ 
ment which allows the shifting of the 
commutator and brushes. 

Q. 163 .—If the brushes are allowed to 
spark for any length of time, what will 
result? 

A. —j Flat spots will be produced on the 
surface of the commutator. 

Q. 164 .—When flat spots are found on 
the surface of the commutator, what 
must be done? 

A .—The armature must be taken out 
without delay and the commutator trued 
up in a lathe. 

Q. 165 .—Mention another cause that 
will prevent the brushes from touching 
the bars of the commutator. 

—The commutator bars are sepa¬ 
rated from each other by pieces of mica 
used for the purpose of insulation. This 
mica is much harder than either the 
brush or the copper bars, and after the 
machine has been in service for some 
time the insulations will project above 
the surface of the copper bars and will 
prevent the brushes from touching the 
commutator at all times and will pro¬ 
duce sparking. 

Q. 166 .—How do we prevent the mica 
insulations from interfering with the 
contact between the commutator bars and 
the brushes? 


Electric Headlight. 


47 


A .—To prevent the mica insulations 
from interfering with a perfect contact 
between the commutator bars and the 
brushes, cut or file out the mica until 
it is about l-64th of an inch below the 
surface of the commutator bars. 

Q. 167 .—When cutting or filing down 
the mica, should we exercise great care 
to avoid increasing the width of the 
grooves between the copper bars of the 
commutator, and why? 

A .—The grooves between the commu¬ 
tator bars fill up very quickly with dirt 
and carbon dust, and the deeper or wider 
the groove the greater the amount of 
dirt collected, and this would allow the 
current or a part of it to flow across 
the* commutator bars, creating a short 
circuit; hence, we must use care and not 
increase the width or depth of these 
grooves when filing down the mica in¬ 
sulations. 

Q. 168 .—If the grooves fill up with 
dirt and are allowed to remain so, what 
will result? 

A .—Not only would a short circuit be 
created in the commutator by dirt col¬ 
lecting in the grooves between the cop¬ 
per bars, but the commutator would 
spark badly. 

Q. 169 .—After filin''- or cutting down 
the mica, what should be attended to be¬ 
fore the dynamo is started in operation? 


48 


Catechism of the 


A.—A slight burr will be raised on the 
edge of the copper bar when the mica is 
filed down, and this must be removed be¬ 
fore the dynamo is placed in operation. 

Q. 170 .—Explain why it is necessary 
that this slight burr must be removed 
before the dynamo is started. 

A.—This slight burr on the edges of 
the copper bars would tend to lift the 
brush from the bars and produce sparks, 
and would scratch and destroy the bear¬ 
ing surface of the brushes. 

Q. 171 .—In what manner is this burr 
removed? 

A.—The burr is removed from the 
edges of the copper bars by using a piece 
of sandpaper in the same manner as 
when truing up the brushes. 

Q. 172 .—Why must the grooves be¬ 
tween the commutator bars be carefully 
cleaned out after sandpaper has been 
used upon the commutator or brushes? 

A.—For the reason that the small par¬ 
ticles of sand that may have been de¬ 
posited in the grooves will get between 
the brush and the commutator when the 
dynamo is started and will cause spark¬ 
ing, and will also cut and scratch both 
the commutator and the brushes. 

Q. 173 .—When the old style brush 
holder is used and sparks are seen at the 
brush points, what are the two most 
common.causes for this? 


Electric Headlight. 


49 


A .—It will almost invariably be found 
that the sparks are produced by an in¬ 
sufficient pressure of the brush upon the 
commutator or by reason of the commu¬ 
tator being dirty, either of which will 
allow poor contact between the brushes 
and commutator. 

Q. 174 •—What is the remedy for each 
of these troubles? 

A .—Should the sparking at the brush 
points be produced by an improper or in¬ 
sufficient pressure of the brushes upon 
the commutator the trouble can be reme¬ 
died by tightening up the brush spring, 
which is done by moving the adjustment 
screw to the right. Should the sparks 
at the brush points be produced by a 
dirty commutator the only remedy is to 
stop the dynamo and remove the dirt, 
cleaning the commutator with a damp 
cloth or piece of waste, then rubbing dry 
with a clean cloth. 

Q. 175 .—In case the sparking has been 
so violent as to cause some of the com¬ 
mutator bars to become slightly fused, or 
if the dirt can not be removed by scour¬ 
ing the bars with a piece of damp cloth 
or waste, what must be done to put the 
commutator in perfect and satisfactory 
condition? 

A .—If the sparking at the brush points 
can not be stopped by cleaning the com- 


[4] 


50 


Catechism of the 


mutator with a piece of damp cloth or 
waste, it will be necessary to clean it up 
with a piece of number “O” sandpaper, 
being careful after using the sandpaper to 
clean the commutator thoroughly with a 
damp cloth, and wipe perfectly dry. 

Q. 176 .—What is the cause for flat 
spots being produced on the surface of 
the commutator? 

A. —They are usually produced by ex¬ 
cessive sparking due to a piece of dirt or 
mica projecting at that point, though 
frequently when cleaning the commuta¬ 
tor with sandpaper the one making the 
repair will press the sandpaper against 
the bars of the commutator with his fin¬ 
gers when he sees a dark spot and seems 
unable to remove it in any other manner. 
This must be avoided, as it will produce 
flat spots. 

Q. 177 .—What usually causes spark¬ 
ing of the brushes ^svhen the new style 
brush holder is used? 

A.—A dirty commutator. 

Q. 178 .—-Is it ever advisable to use 
emery paper on the commutator, and if 
not, why? 

A. —No, for the reason that small par¬ 
ticles of emery will become embedded in 
the metallic bars of the commutator and 
when the dynamo is started in operation 
these small particles of emery will cut 
and scratch the brush and commutator. 


Electric Headlight. 


51 


making commutation very poor, and the 
commutator will be rendered almost if 
not entirely useless. 

Q. 179 . — When the contact is perfect 
between the commutator and brushes, 
what is their appearance? 

A . — The brushes are worn to a smooth 
and polished bearing and the commuta¬ 
tor takes on a high, dark cherry polish, 
a condition that is very much desired for 
a perfect working dynamo. 

Q. 180 . — What are the wires called 
that are used for conducting the current 
to and from the arc lamps? 

A . — The main or lead wires. 

Q. 181 .—In what manner are these 
main or lead wires connected to the dy¬ 
namo and lamp? 

A . — These wires are connected to the 
dynamo by means of binding posts held 
by the bottom brush holder; they are 
connected to the lamp by binding posts 
of similar form, secured to the lamp col¬ 
umn. 

Q. 182 \ — Is it necessary for the opera¬ 
tion of this device for these binding posts 
to be perfectly insulated from their con¬ 
nections ? 

A. — Yes. All of these binding posts 
must be insulated from the point of sus¬ 
pension, except the one at the dynamo, 
which is not connected to the field coil. 


52 


Catechism of the 


Q. 183 .—What is the difference between 
the two binding posts? 

A .—These posts are known as the posi¬ 
tive and negative binding posts. The 
positive binding post is provided with a 
much larger hole for the wire to enter 
than the negative binding post. 

Q. 18If .—Are the wires used for con¬ 
ducting the currents to and from the 
lamp the same size? 

A. —Yes, of equal size. 

Q. 185 .—Explain why the holes made 
in the positive and negative binding posts 
are of unequal diameter. 

A .—This dynamo is so designed and 
constructed that the current which it 
generates flows in one direction, in one 
wire. The wire used for conducting the 
current from the dynamo to the lamp is 
known as the positive wire, and the wire 
used for returning the current from the 
lamp to the dynamo is called the negative 
wire. It can be seen that, if we desire 
to have the current enter the lamp on a 
certain side and the wire connections are 
changed in such a manner that the cur¬ 
rent enters the lamp from the opposite 
direction, trouble would result. A fer¬ 
rule is put on each end of the positive 
wire or both ends of this positive wire 
are doubled or bent back so that it can 
not be made to enter the negative post. 


Electric Headlight. 


53 


thereby disarranging the direction of the 
flow of current through the lamp. Hence 
the necessity of the large hole in the 
positive binding post. 

Q. 186 .-—How will the current pass 
through the lamp when the wires are 
connected up properly? 

A .—The current always flows out of 
one particular brush at the dynamo into 
and through the circuit, returning to the 
armature through the medium of the 
other brush. If the wires are connected 
to the lamp and dynamo in a proper man¬ 
ner the current flows out of one of the 
brushes through the field coils and then 
into the positive wire (which must be 
connected to the binding posts at both 
dynamo and lamp having the large hole 
for the wire to enter), from the positive 
binding post at the lamp, through the 
wire to the top bracket of the lamp, into 
and through the top carbon, from there 
into the copper electrode, then through 
the wire that is attached to the clamp 
for the electrode holder, into the solenoid 
coil to the negative binding post and into 
the negative main or lead wire which is 
secured to the same post, then to the 
negative binding post *at the dynamo, 
where the current enters the armature 
through the opposite brush. 

Q. 187 .—What forms a closed circuit? 


54 


Catechism of the 


A .—When a circuit forms a continuous 
conducting path it is said to be closed. 

Q. 188 .—When is a circuit open? 

A .—When a discontinuity occurs in 
such a manner that an electric current 
can not flow an open circuit is formed. 

Q. 189 .—How is the amount of voltage 
produced by the dynamo determined? 

A .—The amount of current and voltage 
produced is determined by the speed at 
which the armature revolves. Or, in 
other words, the current and voltage are 
proportional to the speed of the arma¬ 
ture. 

Q. 190 .—What will occur when the 
main bushing is neglected until it be¬ 
comes so badly worn that the armature 
in rotating may strike the pole pieces? 

A .—A short circuit will be produced 
across the armature discs by the pole 
pieces. This would act as a brake on 
the armature, which would prevent a free 
and high speed and in a short time would 
burn the insulation from the armature 
coils. 

Q. 191 .—Why is it that the armature 
chamber is not made large enough that, 
no matter how badly the bushing might 
be worn, the armature would be unable 
to strike the pole pieces? 

A .—The armature chamber is designed 
and intended to be of a size just suffi- 


Electric Headlight. 


55 


cient to allow for the mechanical rota¬ 
tion of the armature and for a reasonable 
wear to the bushings without the arma¬ 
ture coming in contact with the pole 
pieces, and as the magnetic lines of force 
are attracted to this armature by the re¬ 
pelling of like and unlike forces in the 
pole pieces it would not be practicable 
to increase the magnetic step from the 
pole pieces to the armature to too great 
a length. 

Q. 192 .—What are the pole pieces, field 
cores and armature core made of? 

A .—They are made of iron. 

Q. 193 .—Why is it not practicable to 
use steel instead of iron for these cores? 

A .—Steel when once magnetized re¬ 
tains its magnetism permanently, while 
iron can not be permanently magnetized 
and only retains its magnetism while an 
electric current circulates in the copper 
wires that are wound upon its surface. 
The strength of the armature as an elec¬ 
tro-magnet is proportional to the amount 
of current that is drawn from the arma¬ 
ture, and as the length of the arc be¬ 
tween the carbon points determines the 
amount of current that is drawn from 
the armature, since it is well known that 
the length of the arc varies as the car¬ 
bon burns away, it can readily be seen 
that the strength of the magnets must 


56 


Catechism of the 


also vary; hence it would not be possible 
to use steel for the armature or field 
cores. 

Q. 191f .—Would it be possible to pro¬ 
duce an electric dynamo without using 
iron as a magnet? 

A .—An electric dynamo could not be 
produced without the use of iron as a 
magnet for reasons explained in the an¬ 
swer to the preceding question. 

Q. 195 .—How is it that a dynamo will 
“excite itself'’ and build up, if it is true 
that iron does not permanently retain its 
magnetism? 

A .—Iron does not retain its magnet¬ 
ism after a current of electricity ceases 
to flow in the wires that are wound upon 
its surface, yet a small flux is retained 
in the iron. This is called residual mag¬ 
netism, and on account of this a weak 
magnetic field is always present in the 
pole pieces and field magnets, and when 
the armature is started in motion the 
few lines of force contained in this mag¬ 
netic field are quickly increased until 
eventually for a given speed of rotation 
of the armature the magnetism and volt¬ 
age will reach a maximum value beyond 
which it will not increase without a fur¬ 
ther increase of the armature speed. 

Q. 196 .—Then it must be understood 
that the speed at which the armature ro- 


Electric Headlight. 


57 


tates determines the amount of current 
and voltage produced in order to success¬ 
fully operate the dynamo? 

A.—Yes. It must be understood that 
an increase in the speed of the arma¬ 
ture means an increased output of cur¬ 
rent, while a decrease in the armature 
speed will cause a corresponding decrease 
in the output of current. 

Q. 197 .-—When this dynamo is operated 
at a speed of 1,800 revolutions per min¬ 
ute, what is the voltage produced? 

A. —Thirty-five volts. 

Q. 198 .—Is the rate of flow of current, 
which is measured in amperes, affected 
by the variations of the armature speed? 

A. —Yes. 

Q. 199 .—How many amperes of cur¬ 
rent will flow when the uynamo is op¬ 
erated at a speed of 1,800 revolutions per 
minute? 

A. —-Twenty-three amperes of current 
will flow. 

Q. 200 .—With this low voltage, only 
thirty-five volts, is it dangerous to han¬ 
dle the lamp and wires or to touch the 
brush holders? 

A. —No, it is not dangerous to handle 
the lamp or wires, for the reason that 
the resistance of the body is far too great 
for this low voltage to force a current 
through. 


58 


Catechism of the 


Q. 201 .—In case a short circuit oc¬ 
curs in this device the voltage will, of 
course, run up much higher; would it 
then be found dangerous to handle any 
part of the equipment? 

A .—When a short circuit occurs the 
voltage is increased, until it may make 
itself forcibly known if one should come 
in contact with the wires or metallic 
substance which would be carrying a 
heavy current, though there is really no 
possible chance of an injury to anyone. 

Q. 202 .—Is it possible to so adjust the 
mechanism of the arc lamp that a heavier 
current than thirty-five volts will be car¬ 
ried? 

A. —Yes, for the reason that the length 
of the arc determines the amount of cur¬ 
rent that will circulate within the coils. 
Greater resistance is offered to the pas¬ 
sage of the current from one carbon point 
to the other when the arc is long than 
when it is short, and if the tension spring 
in the lamp is offering more resistance 
than is necessary against the action of 
the solenoid this resistance will neces¬ 
sarily produce a short arc which will 
offer less resistance to the passage of the 
current across from one carbon point to 
the other, thereby allowing the voltage 
to run up a little higher. 

(). 203 .—What will be the effect upon 


Electric Headlight. 


59 


the operation of the dynamo and the ef¬ 
ficiency of the lamp if the tension spring 
is run too tight? 

A .—This tightening of the tension 
spring too tight will allow a heavy cur¬ 
rent to be carried in the coils, and. will 
slow down the speed and produce a poor 
and unsatisfactory light. 

Q. 204 ‘-—Mention the duties of the ten¬ 
sion spring. 

A .—This tension spring serves, first, to 
bring the levers and clutch in such a po¬ 
sition that the two carbon points come 
together, thereby closing or forming the 
circuit, and, second, it serves to prevent 
the magnetism of the solenoid from pull¬ 
ing the iron magnet down too far, there¬ 
by separating the carbons so far that a 
break would occur in the circuit, when 
the light would go out. 

Q. 205 .—What tension should be given 
this spring? 

A .—When this spring is adjusted so 
that the light will flicker or flash just 
a little when the locomotive is at rest 
the tension is correct, and you will then 
be securing all the light possible at a 
given speed of the armature and the light 
will burn brightly and steadily when the 
locomotive is running. 

Q. 206 .—When two carbons are used, 
how is it possible for the engineer to de- 


60 


Catechism' of the 


termine which of the carbons the current 
is entering first, or in which direction the 
current is passing through the lamp? 

A .—By noting which carbon point 
heats up first you can determine the di¬ 
rection in which the current is flowing 
through the lamp. The point of carbon 
that the current enters first, thus heat¬ 
ing it, is the positive carbon. 

Q. 207 .—Why is the point of the posi¬ 
tive carbon heated up first? 

A .—The temperature of an electric arc 
is about 7,000 degrees F. This arc or 
crater is only found in what is known 
as the positive carbon, the carbon which 
a direct electric current enters first. Since 
this high degree of temperature is pro¬ 
duced in the point of one carbon and 
not in the point of the other, it can easily 
be seen that this positive point would 
heat up before the negative point. 

Q. 208 .—Which carbon should be the 
positive when two carbons are used, and 
why? 

A .—The top carbon must always be 
used as the positive point for the fol¬ 
lowing reason: When a lower carbon 
is used with this device for the negative 
point it burns away only about half as 
fast as the top or positive carbon, and 
the lower carbon holder will only ac¬ 
commodate a carbon of sufficient length 


Electric Headlight. 61 

to insure its outliving the top carbon. 
Were the wires so connected that the 
current could be introduced through the 
bottom carbon first this short carbon 
would not be of sufficient length to burn 
more than about four hours, and since 
the top carbon feeds down by gravity, if 
the lower carbon was not replaced before 
it was consumed, if used as the positive, 
the lower carbon holder would be de¬ 
stroyed because the top carbon would 
continue to feed down against the lower 
holder, maintaining the arc against the 
holder and thus destroying it. 

Q. 209 .—In what manner is an elec¬ 
tric spark or light produced? 

A. —Opposition, or resistance, when 
placed in the path of an electric current 
will produce an electric spark or light. 

Q. 210 .—Give an example of resistance 
placed in the path of an electric current. 

A .—When a current of electricity, in 
passing through a wire, reaches a place 
where it can not pass easily, as would 
be the case if a large wire was suddenly 
reduced to a very small one, because of 
the high resistance offered by the small 
wire, heat and light are at once pro¬ 
duced. A striking illustration of this law 
of resistance is the incandescent lamp. 

Q. 211 .—What is it that prevents the 
fine wire which is placed in the incan- 


62 


Catechism of the 


descent globe, for the current to pass 
through, from being burned up? 

A .—The fine wire in the incandescent 
globe does not burn up for the reason 
that the globe has been completely ex¬ 
hausted of air and contains a perfect 
vacuum. 

Q. 212 .—In what manner is the arc 
produced ? 

A .—To produce the arc, the points of 
the positive and negative carbons are 
brought in contact with each other until 
a current is established and then they 
are drawn a short distance apart by the 
mechanism of the lamp. 

Q. 213 .—Explain the operating mech¬ 
anism of this lamp and how the arc is 
produced and maintained. 

A .—The mechanism of this lamp, 
which causes it to produce and maintain 
the arc, is composed of a solenoid and 
magnet, which are attached to the levers 
and clutch. When the current is flow¬ 
ing in the coils and the carbons are burn¬ 
ing away, the strength of the magnet 
grows weaker as the arc grows longer, 
and at a certain point this magnet will 
become weak enough to release the clutch 
which is holding the carbon and allow 
the latter to drop of its own weight to¬ 
ward the electrode; before the carbon 
can drop to the electrode, however, the 



Electric Headlight. 


63 


current through the magnet is again 
changed and strengthened, and the down¬ 
ward motion of the carbon is arrested. 

Q. 21Jf . — For what length of time 
should the top or positive carbon burn? 

A . — When the speed of the dynamo is 
about 1,800 revolutions per minute, which 
is maximum speed, the positive carbon 
should burn from eight to nine hours. 

Q. 215 . — Where would you look for 
the cause of the trouble if the positive 
carbon, which should burn from eight to 
nine hours, is consumed in from six to 
seven hours? 

A . — It will be found almost without 
exception that the speed of the armature 
is excessively high, though in rare cases 
a carbon may be found that is very soft, 
and it will burn more rapidly than the 
hard ones. 

Q. 216 . — Should the edge of the clutch 
become worn until it is smooth and 
round, what will result? 

A . — If the edge of the clutch was 
smooth and round, instead of sharp, it 
would be difficult to raise the carbon 
away from the point of the copper elec¬ 
trode at any time, and when the speed 
of the locomotive was high there would 
be nothing to prevent the top carbon from 
being jarred down to the point of the 
copper electrode (or lower carbon), which 


64 


Catechism of the 


would cause a short circuit through the 
lamp. 

Q. 217 .—When the edges of the clutch 
are no longer sharp enough to hold the 
carbon firmly, and the clutch had been 
made to drop the carbon by the jar and 
shake of the locomotive caused by high 
speed, will the clutch be able to again 
lift the carbon away from the point of 
the electrode and establish the arc when 
the speed of the locomotive has been de¬ 
creased ? 

A .—It could not, for if the top car¬ 
bon is jarred down to the point of the 
lower carbon or copper electrode by the 
speed of the locomotive, the clutch could 
not again engage the carbon for the rea¬ 
son that the magnet yoke would then be 
pulled down as far as it could travel, or 
against the lower lug on the lamp column. 

Q. 218 .—What will be the effect upon 
the light produced if the tension of 
clutch spring 91a should become weak¬ 
ened? 

A .—It will allow the heel of the clutch 
to be jarred up when the speed of the 
locomotive is high, and the same trouble 
and effect will be produced as is experi¬ 
enced when the edge of the clutch is worn 
round and smooth. 

Q. 219. What would be the effect if 
the tension of this clutch spring 91 a was 
too strong? 


Electric Headlight. 


65 


A . — If the tension of this spring, which 
holds the heel of the clutch down, was 
too heavy, it would require a stronger 
current circulating in the solenoid in 
order to produce strength enough to over¬ 
come this opposition and separate the car¬ 
bon points than if the tension is normal, 
and thus excessive heating of the coils 
will result and eventually the insulations 
will be damaged. 

Q. 220 . — What will cause the light to 
go out when the locomotive is at rest? 

A . — There are three causes for the 
light going out when the locomotive is 
stopped at a station, etc. First, if the 
tension of spring 93 is too weak the light 
will go out or will flash badly when the 
locomotive is at rest, because this spring 
will not have tension sufficient to pull 
the levers down and release the carbon. 
Second, unless the carbon used is straight 
and round it will be held up in the clutch 
and the light will go out. Third, a dirty, 
sticky dash-pot plunger which will hold 
the lever down and the clutch up is the 
most common cause for the light going 
out when the engine is stopped. 

Q. 221 .—How is the engineer to dis¬ 
tinguish between the three named 
troubles? 

A .—If the trouble is caused by too 
weak a tension on spring 93, the light 


[ 5 ] 


66 


Catechism of the 


will Hash or flicker very badly at all 
times, when the speed of the locomotive 
is high or when the speed is low. To 
distinguish between a dirty uash-pot 
pluger and an imperfect carbon, place 
the fingers on the governor yoke and 
move same down until the lost motion 
is taken up between the levers and the 
clutch point is brought up against the 
carbon, and if the clutch point and rod 
fall quickly to point of rest when the 
fingers are removed from the yoke, the 
trouble lies in the carbon; otherwise it 
is caused by a dirty dash-pot plunger and 
can be overcome by cleaning. 

Q. 222 .—Is it advisable to use oil in 
the dash pot? 

A .—It is never advisable nor permis¬ 
sible to put oil in the dash pot except 
for the purpose of cleaning, and if used 
for that purpose the dash pot and plunger 
must be wiped and cleaned thoroughly, 
or until absolutely free from oil. 

Q. 223 .—For what purpose is the dash 
pot used? 

A .—The dash pot is used on this lamp 
for the same purpose that the dash pot 
is used with the Corliss engine—simply 
for the purpose of offering a cushion for 
the levers. On account of the speed at 
which the electric current enters the sole¬ 
noid, if the dash pot was not used and 


Electric Headlight. 


<57 

connected with the levers in such a man¬ 
ner as to offer resistance to the action 
of the solenoid on the levers and carbon, 
the levers and carbon would be made to 
jump, causing the arc to flash, and in 
a short time one of the levers would be 
broken. 

Q. 22Jf .—Is there any other cause for 
the light going out when the locomotive 
is brought to rest? 

A. —Yes. If the copper contact brush, 
which is attached to the top carbon 
clamp, was pulled out until it would bear 
with too much pressure against the guide 
100 of the top carbon-holder, when the 
engine was stopped it would hold the car¬ 
bon up and the light would go out. 

Q. 225 .—What might result if the cop¬ 
per contact brush did not touch the guide 
100 ? 

A .—The copper contact brush is at¬ 
tached to the top carbon holder because 
it will allow an easy and free passage 
of current from the top carbon holder 
into the carbon as it feeds down and is 
consumed. If there was no other contact 
between the guide 100 and the top car¬ 
bon clamp than the contact between the 
flange of the carbon clamp and the guide, 
the irregular motion of the locomotive 
by shaking the carbon around would offer 
a very poor path for the current to pass 


68 


Catechism of the 


through from the guide to the carbon, 
and would produce sparks at this point 
which would blister or burn the guide 
and carbon clamp until one or both would 
be rendered useless. 

Q. 226 .—What distance should the 
magnet yoke travel down before all of 
the lost motion between the levers and 
clutch is taken up and the clutch has 
been brought up against the carbon ready 
to separate the carbon points? 

A .—The magnet yoke should travel to 
a position half way between the two lugs 
found on the lamp column, before 

the clutch is brought to a position where 
it will separate the points of the car¬ 
bons. 

Q. 227 .—If the magnet yoke is tight 
against the top lug on the lamp column 
and there is no lost motion between the 
levers and clutch, what will result? 

A .—It is very probable that the car¬ 
bon might not feed down and the levers 
would jump, because the iron magnet, 
64, would be held too far out of the sole¬ 
noid and the magnet could not get suffi¬ 
cient hold on the iron to sustain it. 

Q. 228 .—What might be the result if 
the magnet yoke was allowed to travel 
down farther than half way between the 
lugs on the lamp column before the car¬ 
bon was engaged? 


E le( ;t hi i 1 Headlight. 


69 

A.— Should the magnet yoke be allowed 
to travel down farther than half way be¬ 
tween these two lugs on the lamp column 
before the lost motion in the levers was 
taken up, when the carbon was raised, 
the yoke would be brought down against 
the bottom lug before the carbon could 
be lifted high enough to produce a good 
arc and light. 

Q. 229 .—Give the reason for suspend¬ 
ing the iron magnet, 6 f t, part way out of 
center of the solenoid. 

A . — The action of the solenoid and its 
magnetization tends to pull this iron 
magnet down and into the center of the 
solenoid. This iron magnet is attracted 
to the levers that engage the carbon, and 
if suspended in the center of the sole-/ 
noid it could not do any work for us, as 
it would be held in this position as long 
as an electric current was circulating in 
the solenoid and hence could not operate 
the levers. For that reason the iron 
magnet is suspended at a position far 
enough out of, and above, the center of 
the solenoid so that the magnetism of 
the solenoid will produce a downward mo¬ 
tion on the levers and iron magnet, 6 4, 
raising the carbon and so producing the 
light. 

Q. 230 . — What would be the result if 
this iron magnet was suspended too far 
above the center of the solenoid? 


70 


Catechism of the 


A .—It would be impossible to adjust 
the lamp in such a manner as to prevent 
the levers from “jumping” when the light 
was started if the iron magnet, 64, was 
held too far above the center of the sole¬ 
noid. 

Q. 231 .—Give the correct position for 
this iron magnet in the solenoid. 

A .—The correct position of the iron 
magnet in the solenoid is secured in the 
following manner: When the magnet 
yoke is pulled down against the bottom 
lug on the lamp column it should be % 
of an inch from the bottom of the sole¬ 
noid to the bottom of the iron magnet. 

Q. 232 .—If the speed of the armature 
becomes excessive when the copper elec¬ 
trode is • used, what will result ? 

A .—It would cause the copper elec¬ 
trode to fuse. 

Q. 233 .—Why will the copper electrode 
fuse when the speed of the armature is 
very high? 

A .—When an electric arc is produced 
between two carbon points, such as is 
produced between the carbon and the cop¬ 
per electrode when the lamp is in action, 
small particles of carbon are torn away 
from the end of the carbon and become 
volatilized. A part of these small par¬ 
ticles of carbon are deposited on the point 
of the copper electrode, and the cur- 


Electric Headlight. 


71 


rent passing from the carbon point to 
the electrode flows through these small 
particles of carbon which have been vol¬ 
atilized by the heat of the arc. As long 
as these particles of carbon are deposited 
on the point of the copper electrode the 
electrode will not fuse, because these par¬ 
ticles of carbon are to the electrode what 
the water is to the crown sheet of the 
locomotive boiler. But when an arma¬ 
ture speed is allowed that will bring the 
temperature of the arc high enough these 
small particles of carbon will be burned 
up before they can fall to the point of 
the electrode and, like the crown sheet 
when the water is off of it, the protec¬ 
tion of the electrode from the intense 
heat of the arc (which is now more than 
7,000 degrees F.) is gone, and the cop¬ 
per, which melts at a very much lower 
temperature, will have been fused. 

Q. 23Jf .—How will the engineer know 
when the armature has attained a speed 
at which the copper electrode will be 
fused? 

A .—By the fact that, when copper is 
fused, a shaft of green light will be 
thrown off instead of a shaft of white 
light. 

Q. 235 .—Is there any possible chance 
for the engineer to be mistaken about 
this green light? 


72 


Catechism of the 


A. —No, for there is nothing quite so 
green as this shaft of light when the 
copper electrode is fusing. 

Q. 236 .—What steps must immediately 
be taken to remedy the trouble and pre¬ 
vent further damage when this shaft of 
green light is produced? 

A .—As soon as it is observed by the 
engineer he must immediately reduce the 
speed of the armature by closing in on 
the throttle valve of the steam turbine, 
until a shaft of white light is produced. 

Q. 237 .—In what other way is a green 
light produced than by excessive speed 
of the armature fusing the copper elec¬ 
trode ? 

A. —If, through carelessness, the posi¬ 
tive wire was connected to the negative 
binding post, either at the dynamo or the 
lamp, the current would enter the cop¬ 
per electrode first and a green light would 
be produced, because the arc is always 
produced in the point which the current 
enters first, and in entering the copper 
electrode first the copper would be fused. 

Q. 238 .—What must be done to remedy 
the trouble when crossed wires are re¬ 
sponsible for the production of the green 
light? 

A .—The wire connections at the bind¬ 
ing posts, either at the dynamo or the 
lamp, must be changed in order to in- 


Electric Headlight. 


73 


troduce the current into the top carbon 
first and produce the white light. 

Q. 239 .—How will the engineer know 
whether the green light is caused by ex¬ 
cessive speed of the armature or by 
crossed wires? 

A .—In case the light comes up white 
and then turns to green the engineer may 
know that it is caused by high speed of 
the armature, while if the light is green 
the instant it appears the cause of the 
trouble is to be found in crossed wires. 

Q. 240 .—What should the engineer ex¬ 
amine with care in order to know that 
his electric headlight is in good working 
condition before he starts out on a trip? 

A .—In order to know that his elec¬ 
tric headlight is in good working condi¬ 
tion the engineer must follow these in¬ 
structions to the letter : First, the water 
of condensation should be drained from 
the oil cellar in the engine cap and this 
bearing should be oiled with cylinder oil. 
Second, see if the loose ring which is 
suspended by the shaft and in the oil 
cellar of the main bearing touches the 
oil, and if it does not enough engine oil 
should be introduced into this cellar so 
that this oil ring will touch. Third, see 
that the commutator is mechanically 
clean and that the mica strips between 
the commutator bars are below the sur- 


74 


Catechism of the 


face of the bars. Fourth, see that the 
brushes are perfectly free in the holders, 
are not stuck or even tight, and that they 
have a good bearing. Fifth, be sure to 
note if both of the main wires are held 
securely in the binding posts, and that 
the binding post screws are tight against 
the wires both at the dynamo and the 
lamp. Sixth, be careful to examine where 
the wires may enter or leave the pipes 
or the hand railing, the headlight case 
and the cab, and know without doubt 
that the insulation is in good condition 
on all wires both in and out of the cab. 
Seventh, see that the carbon in the lamp 
is of sufficient length to make the trip, 
and that the clutch will lift the carbon 
at least ^4 of an inch from the point 
of the copper electrode. Eighth, be care¬ 
ful to note if the point of the copper 
electrode is clean and that it is pointed 
up with y 8 of an inch surface on the 
point. Ninth, see that the copper elec¬ 
trode is not stuck in the holder. Tenth, 
be sure that the point of the copper 
electrode lines up true under the carbon. 

Q. 241 .—If the scale is left upon the 
point of the copper electrode and not 
cleaned off as directed, what will be the 
effect upon the operation of the dynamo? 

A .—When the steam is turned on to 
start the dynamo in operation in almost 


Electric Headlight. 


75 


every instance it will be found that the 
dynamo will not “build up,” for the rea¬ 
son that this scale will offer too great 
a resistance for the low current to pass 
through to complete the circuit and build 
up the magnetism. 

Q. 2^2 .—Is it only necessary to re¬ 
move the scale from the point of the cop¬ 
per electrode? 

A .—The scale should be cleaned from 
the entire copper electrode each time the 
point of this electrode is cleaned off. 

Q. 21f3 .—What will result if the cop¬ 
per electrode is neglected and this scale 
allowed to form and remain upon it? 

A .—The electrode will become stuck 
fast in the holder in a very short time 
and the scale between the copper elec¬ 
trode and the holder will completely in¬ 
sulate the electrode from the holder, and 
it will not be possible to establish a cir¬ 
cuit until the electrode is removed from 
the holder and the scale all cleaned off. 

Q. 2kh -—When upon examination we 
find that the commutator is clean and 
copper electrode and holder are free 
from scale, yet the dynamo refuses to 
build up, what must be done in order to 
secure the operation of the dynamo? 

A .—-When the dynamo refuses to build 
up in spite of the fact that our examina¬ 
tion shows us that the commutator and 


Catechism of the 


7tt 

copper electrode are clean and in good 
condition, we can usually establish the 
circuit and bring up the light by hold¬ 
ing a piece of carbon against both bind¬ 
ing posts for a few seconds, either at the 
dynamo or the lamp. 

Q. 2Jf5 .—Why does the dynamo refuse 
to build up at such times without bridg¬ 
ing across the binding posts with a piece 
of carbon, and what is the reason for its 
building up when the carbon is used? 

A .—-The dynamo will not build up in 
such cases for the reason that the resist¬ 
ance offered at the points of the carbons 
is too great for the weak current to pass 
through, but when you place the carbon 
across the binding posts you cut out the 
point of great resistance or poor contact 
and form a good and direct path across 
from one binding post to the other, thus 
allowing the fields to build up at once, 
and when the carbon is removed from the 
binding posts the current will be found 
to be strong enough to pass through the 
point of great resistance or poor contact 
at the carbon points, and the light will 
come up. 

Q. 2Jf6 .—At what time is the strength 
of the solenoid greatest? 

A .—When the arc is short the 
strength of the solenoid is greater than 
at any other time, for the reason that 


Electric Headlight. 


77 


when the arc is short there is less resist¬ 
ance offered to the passage of current 
from one carbon point to the other and 
there is more current circulating in the 
coils. 

Q. 247 .—Is it very important that the 
engineer should know that the end of the 
lever, 59, is under the clutch rod weight, 
78a? 

A .—The end of the lever, 59, must be 
under the clutch rod weight, 78a, because 
if it was not the carbon could not be 
lifted and the lamp could not operate. 

Q. 248 .—Why is it important to know 
that the thumb nut, 79, which secures 
the top carbon holder in the top bracket, 
57, is tight? 

A .-—If the thumb nut, 79, should work 
loose it would allow the top carbon hold¬ 
er to work loose and the carbon to drop 
by the point of the copper electrode, and 
a short circuit would result. Hence it 
is important to know that this thumb 
nut, 79, is'tightened up firmly. 

Q. 249 .—What are we to do after 
drawing carbons from the store room to 
insure their feeding freely through the 
clutch when placed in the lamp? 

A .—-After drawing carbons from the 
store room we should remove the top car¬ 
bon holder from the lamp and should try 
each of the carbons through the holder 


78 


Catechism of the 


in order to ascertain if they will feed 
freely through the clutch when placed in 
the lamp. 

Q. 250 .—If we find a carbon that will 
not pass freely through the clutch should 
we try to use it? 

Ai —If we find a carbon that will not 
pass freely through the clutch it must be 
turned until a position is found where 
it will pass through. If it is found that 
this particular carbon will not pass 
through the clutch in any position with¬ 
out friction it should be thrown away 
and another one substituted in its place. 

Q. 261 .—What is the object in finish¬ 
ing up the point of the copper electrode 
with a surface of y 8 of an inch? 

A .—No shadows are produced near the 
locomotive when the copper electrode is 
finished up with a surface of y 8 of an 
inch, and it is possible also to secure a 
better focus of the lamp, for the reason 
that with the y 8 of an inch surface a long 
arc is produced instead of a thin, flat 
arc, such as would be produced if the 
copper electrode was given y 2 of an inch 
surface. 

Q. 252 .—What must oe done if the 
points of the carbon and the copper elec¬ 
trode do not line up true? 

A .—When it is found that the points 
of the carbon and the copper electrode 


Electric Headlight. 


79 


rdo not line up true, either the electrode 
holder or the top bracket which suspends 
the top carbon holder must be sprung 
I until the carbon and copper electrode are 
[ brought in line with each other. 

Q. 263 .—Which holder is usually bent 
f in order to cause the points of the car- 
| bon and the copper electrode to line up? 

A .—Ordinarily it will be found that 
[ the lower, or copper, electrode holder is 
[ the one that is out of alignment, and 
I should be bent to bring it under the car- 
[ bon. 

Q. 264 -—Is there not some danger of 
1 breaking this electrode holder by bend- 
1 ing in order to make it line up under the 
[ carbon ? 

A .—For the reason that the electrode 
holder is made of brass and will bend 
I very readily there is small danger of 
[ breaking it when bending to line up un- 
\ der the carbon. 

Q. 266 .—In case your electric head¬ 
light equipment has been working per¬ 
fectly as you ran along between stations, 
but suddenly your light began to “jump 
and flash” very badly, what would in all 
probability cause the trouble? 

A .—The flashing of an electric arc or 
light is caused by an interruption in the 
flow of the current. Should you meet 
with this trouble, investigation will 



80 


Catechism of the 


prove that one of the wires is loose at 
the connection or that the wires have 
been allowed to swing or chafe at some 
point, thus causing the insulation to be 
chafed or worn off, and the wires are 
striking against some metallic substance, 
thus momentarily breaking the circuit 
and preventing the current from passing 
through the lamp and causing both the 
arc and cab lamps to flash. 

Q. 256 .—Is it essential that no portion 
of the lamp shall come in contact with 
the reflector? 

A . — It is very essential, as such a con¬ 
dition will cause a short circuit through 
the lamp and the light will not burn. 

Q. 251 . — In case your light suddenly 
goes out while running between stations 
or at any time, what steps should be 
taken to prevent any further damage be¬ 
ing done the equipment? 

A .—In case the light fails and you 
can not look at once for the trouble, in 
order to prevent any further damage be¬ 
ing done the equipment the steam to the 
turbine engine must be turned off and the 
dynamo stopped until such time as you 
have an opportunity to locate the trouble. 

Q. 258 .—Can an engineer distinguish 
between a short circuit and an open cir¬ 
cuit by the sound of the exhaust from 
the turbine engine? 


Electric Headlight. 


81 


—The engineer will experience no 
more difficulty in distinguishing between 
a short and an open circuit by the sound 
of the exhaust from the turbine engine 
than in determining where his engine is 
“lame” by the sound of the exhaust from 
the locomotive. 

Q. 259 .—What effect will a short cir¬ 
cuit have upon the sound of the exhaust 
from the turbine engine? 

A .—It will be remembered that a short 
circuit allows all of the current to flow 
back into the armature without dissipat¬ 
ing its pressure, thus leaving a very 
heavy current present in the coils, and 
this would make an extra heavy load for 
the turbine engine to pull. This heavy 
load would tend to slow the engine down, 
and as the speed of the turbine wheel 
was decreased by the heavy load the ends 
of the governor weights would be pulled 
down toward the shaft by the governor 
springs, and the governor valve would be 
opened wide and so allow a much greater 
volume of steam to pass through the 
wheel, thus causing a heavy, laboring 
sound, and one that is heard at no other 
time. 

Q. 260 .—How will the sound of the ex¬ 
haust from the turbine engine be affected 
by an open circuit? 

A .—In case of an open circuit, that is, 


82 


Catechism of the 


if we have a broken wire or the carbon 
is stuck up in the clutch or anything 
occurring that will break the circuit, the 
dynamo will have no work to do and no 
load will be thrown upon the turbine en¬ 
gine. The engine being relieved of all 
load except that of turning the shaft and 
armature, will, of course, run very 
rapidly, and in doing so the governor, 
which is of the centrifugal form, will 
force the governor valve into the seat of 
the steam supply to the governor stand, 
and very little steam will be allowed to 
pass from the exhaust pipe, and the noise 
made by the escaping steam will be very 
light. 

Q. 261 .—In what part of the equipment 
do short circuits usually occur? 

A .—Short circuits in this device are 
found almost without exception in the 
wires leading to the cab lights-or in the 
wires leading from the dynamo to the 
lamp. 

Q. 262 .—How can a short circuit be 
located ? 

A .—In order to locate a short circuit 
in this equipment the first thing to • be 
done is to start the dynamo with a good 
throttle opening and remove one of' the 
main wires from the binding post at the 
dynamo. If after this is done the ma¬ 
chine continues to run slow the trouble 


Electric Headlight. 


83 

is to be found in the cab circuit. Dis^ 
connect one of the cab wires and return 
the main wire to the binding post at the 
dynamo and the arc lamp will burn. If 
you have no time now to find cause and 
make repair you can locate the cab 
trouble at your leisure. 

Q. 263 .—Where will you look next for 
the trouble if the speed of the dynamo 
increases when one of the main wires is 
removed from the binding post at the dy¬ 
namo ? 

x A .—In case the speed of the dynamo 
instantly increases when one of the main 
wires is removed from the binding post 
at the dynamo the trouble is not to be 
found in the engine, the dynamo or the 
cab circuit, but farther on toward the 
lamp. Return the main wire to the bind¬ 
ing post at the dynamo and go to the 
lamp to make the next test. Remove one 
of the main wires from either binding 
post at the lamp, and unless the speed 
of the dynamo increases instantly the 
short circuit will be found in the wires 
between the dynamo and the lamp, where 
it will be found that the insulation is off 
both wires and the wires are in contact 
with each other, either directly or 
through the medium of the hand railing 
or conducting pipe. 

Q. 26lb —Where would you look for the 


84 


Catechism of the 


trouble if the speed of the dynamo should 
increase when the wire is removed from 
the binding post at the lamp? 

A .—The trouble will be found in * the 
lamp, where it will be seen upon exami¬ 
nation that the thumb nut used to secure 
the top carbon holder to the bracket has 
become loosened and so allowed the point 
of the carbon to pass by the point of the 
copper electrode, or it will be found that 
the carbon is stuck fast in the clutch 
and against the point of the copper elec¬ 
trode. 

Q. 265 .—Where is the trouble to be 
found if the dynamo continues to run 
slow and labor heavily after the wire has 
been removed from the binding post at 
the dynamo and the cab circuit is also 
cut out? 

A .—In case the dynamo runs slow and 
labors heavily after the wire has been re¬ 
moved from the binding post at the brush 
holder and the cab circuit has been cut 
out, the trouble is to be found either in 
the engine or the dynamo. 

Q. 266 .—How can we remedy the 
trouble if it is found to be in the engine? 

A .—If the engine is responsible for the 
low speed and heavy load, the trouble can 
be overcome by oiling the bearing and ad¬ 
justing the end thrust to a movement of 
1-32 of an inch. 


Electric Headlight. 


85 


Q. 267 . — Where is the trouble to be 
found if the engine continues to labor 
heavily after the bearings have been 
properly lubricated and the end thrust ad¬ 
justed? 

A . — The trouble will be found to be a 
short circuit in the armature or field 
coils. 

Q. 26S . — What would cause a short cir¬ 
cuit in the armature or field coils? 

A . — This is not likely to occur except 
by first running the equipment when 
there is a short circuit in either the cab 
or main wires or the lamp. Such abuses 
as carrying a heavy current in the wires 
would ultimately charr the insulation on 
the armature coils or the field wires until 
the insulation would no longer be a good 
insulator, and the current would then 
leak through from layer to layer. This 
is known as a burned out armature or 
coil. 

Q. 269 .— If the governor valves were 
stuck shut would we be likely to mistake 
this condition for a short circuit? 

A . — No ; we could not make that mis¬ 
take, because while the speed of the dy¬ 
namo would be very low if the governor 
valves were stuck shut, yet there would 
be very little steam passing out of the ex¬ 
haust pipe, and practically no noise would 
be made. 


86 


Catechism of the 


Q. 270 .—How can the exact point of 
trouble in an open circuit be located? 

A .—When we have an open circuit, 
which means no circuit (as no current is 
circulating in the coils), it will be found 
necessary to close the circuit in order 
to find the break. First try to locate the 
trouble by testing at the dynamo. This 
is done by placing a carbon across from 
one binding post to the other; if a flash 
results, the dynamo is all right and you 
must look farther on toward the lamp for 
the break. Go to the lamp and bridge 
across in the same manner from one 
binding post to the other with a piece 
of carbon. If a flash is not produced, 
the break will be found in the wires be¬ 
tween the dynamo and the lamp. 

Q. 271 .—Where will we find the trouble 
if we get a flash when bridging across the 
binding posts at the lamp with a piece of 
carbon ? 

A .—The trouble will be found in the 
lamp if a flash is produced at the bind¬ 
ing posts at the lamp by bridging across 
same with a piece of carbon. All that 
will then be required to produce a light 
is to clean all the scale from the copper 
electrode, not only the point of the elec¬ 
trode but the entire body, and to put in a 
new carbon. 

Q. 272 .—Where is the trouble to be 


Electric Headlight. 


87 


found if a flash does not result when the 
carbon is placed across the binding posts 
at the dynamo? 

A .—The trouble will be found in the 
dynamo if no flash is seen when the bind¬ 
ing posts at the dynamo are bridged with, 
a piece of carbon. 

Q. 273 .—In case no flash results at this 
point what should be done in order to lo¬ 
cate the trouble and make repairs? 

A .—If no flash results at the binding 
posts at the dynamo see to it that the 
commutator is perfectly clean, that the 
connections of the field wires are secure 
and that the brushes are free in the hold¬ 
ers and have proper bearing on the com¬ 
mutator. 

Q. 274 .—Where would you look for the 
trouble in case the commutator, brushes 
and field connections are found to be in 
good order? 

A .—We should look at once for a 
broken armature wire or field coil. 

Q. 275 .—Is it possible to use the arma¬ 
ture temporarily when one of the field 
coils is broken without replacing the 
broken coil? 

A.—-In case one of the field coils is 
broken on an armature and there is not 
another armature at hand to replace the 
one in use, temporary repairs of the 
armature with the broken wire can be 


88 


Catechism of the 


made by soldering together at the heel 
the commutator bar with the broken wire 
and the commutator bars on each side of 
the broken point, thus allowing the cur¬ 
rent to pass across through the heel of 
the commutator bar, and so completing its 
circuit through the armature. 

Q. 276 .—What should be done if one 
of the main wires from the dynamo to 
the lamp, which has been placed within 
the hand railing, should break while the 
equipment is in service out on the road? 

A .—Pull both ends of the broken wire 
from the hand railing and repair the 
break, leaving the wire outside of the 
hand railing for the remainder of the 
trip. 

Q. 277 .—How could temporary repair 
be made to such a broken wire while out 
on the road? 

A .—In order to make temporary re¬ 
pair to such a broken wire strip back the 
insulation from the ends of the broken 
wire and twist the ends of the wires to¬ 
gether securely, after which the exposed 
wire must be wrapped with anything 
available to form an insulation. A pocket 
handkerchief may be used. 

Q. 278 .—In what way will a broken 
cab wire affect the operation of the dy¬ 
namo? 

A .—A broken cab wire will merely 


Electric Headlight. 


89 


cause the lights in the cab to go out be¬ 
yond the point where the wire is broken, 
and will have no effect whatever upon 
the operation of the dynamo or the ef¬ 
ficiency of the headlight itself. 

Q. 279 .—Can a short circuit occur at 
any point in the lamp that has not al¬ 
ready been mentioned? 

A.—A short circuit may occur in this 
device at the top or at the bottom brack¬ 
ets of the lamp, and at the binding posts 
where they go through the lamp column 
or at the binding posts or brush holders. 

Q. 280 .—What will cause a short cir¬ 
cuit to occur at the brackets of the lamp 
or the binding posts? 

A .—An accumulation of dirt, carbon 
dust, etc., at the bottom bracket of the 
lamp might cause a short circuit, but a 
short circuit could not occur at the in¬ 
sulations around the binding posts unless 
the binding post had been removed and 
in reassembling the insulations had been 
injured or had not been replaced at all. 

Q. 281 .—Do some of the Pyle National 
Electric Headlights appear at times to 
give more light than others? 

A.—Yes. 

Q. 282 .—Give a reason for this condi¬ 
tion. 

A.—There are several reasons for this 
condition. First, if the speed of one 


00 


Catechism of the 


armature was higher than the speed of 
another the one having the highest arma¬ 
ture speed will in all probability have 
the best light, but the equipment with 
the best focus of the lamp with a bright 
and clean reflector will, without question, 
give the best light on the track. 

Q. 283 .—Does the condition of the re¬ 
flector have any great influence upon the 
light? 

A.---The condition of the reflector has 
a marked influence upon the light when 
the lamp is properly focused. It must be 
known that when the reflector is most 
highly polished the reflecting surface will 
absorb more or less of the light rays pro¬ 
duced, but almost forty per cent, of the 
light will be lost if the reflector is in a 
dirty and unpolished condition. 

Q. 284 -—How must we proceed to get 
the lamp properly focused? 

A .—In order to get the lamp in per¬ 
fect focus, 'first adjust the back of the 
reflector so that the front edge of the re¬ 
flector and the front edge of the case will 
be parallel. Second, adjust the lamp so 
that the point of the copper electrode is 
as near the center of the reflector as 
possible. Third, have the carbons as 
near as possible to the center of the 
chimney hole in the reflector. Fourth, 
have the engine on a piece of straight 


Electric Headlight. 


91 


track not less than half a mile in length 
and move the lamp until you secure the 
best results on the track. 

Q. 285 .—Is it possible to move the 
lamp in all directions to secure a focus? 

A. —Yes. The base of the lamp is pro¬ 
vided with square holes through which 
the bolts are passed, and these holes are 
large enough to allow the lamp to be 
moved in any direction when focusing. 

Q. 286 .—How is the proper vertical 
focus on the track secured? 

A .—In order to secure the proper ver¬ 
tical focus on the track, either to have 
the light strike the track far ahead or 
close to the locomotive, loosen the set 
screw, 74, on the side of the lamp col¬ 
umn, and by turning the adjusting screw, 
98, you can raise or lower the lamp, 
thereby throwing the light on the track 
where desired. 

Q. 287 .—Can we move the lamp side¬ 
ways? 

A .-—This lamp may be moved side¬ 
ways, backward and forward. In order 
to do this loosen the hand nuts, 54, when 
the lamp can be moved freely. 

Q. 288 .—What must be done after the 
lamp is properly focused? 

A.—All screivs must be tightened after 
the lamp is properly focused, as there 
will be no occasion to change it again. 


92 


Catechism of the 


Q. 289. —In what manner is the back 
of the reflector supported? 

A. —An adjustable step supports the 
back of the reflector. This adjustable 
step is provided with a screw for the 
purpose of raising or lowering, so that 
the entire volume of light will come from 
the reflector in parallel lines. 

Q. 290. —In what way should the light 
be reflected upon the track? 

A. —In parallel rays and in the small 
est possible space. 

Q. 291. —What must be done in order 
to lower the light on the track? 

A. —Raise the lamp to lower the light 
on the track. 

Q. 292 .—What must be done to raise 
the light on the track? 

A. —Lower the lamp in order to raise 
the light on the track. 

Q. 293 .—Is the lamp properly focused 
if the light throws any shadows? 

A. —The lamp is not properly focused 
if it throws any shadows, as the light 
rays should be concentrated or drawn 
together, when there will be no shadows. 

Q. 294 -—What should be done if the 
light does not strike the center of the 
track, yet otherwise the lamp is in perfect 
focus? 

A. —In case the lamp is properly fo¬ 
cused, that is, if all of the light rays 


Electric Headlight. 


93 


leave the reflector in parallel lines and 
in a small pencil-like shaft, yet do not 
strike the center of the track, shift the 
entire case on the base board, but do not 
change the focus. The trouble is caused 
by the reflector case not being straight 
and parallel with the boiler. 

Q. 295 .—What precaution must be ob¬ 
served when you desire to remove the re¬ 
flector from the case in order to clean 
and polish the reflector? 

A .—When you desire to clean and pol¬ 
ish the reflector, before you attempt to 
remove the reflector from the case always 
remove the top guide, 100, by loosening 
the thumb nut, 79, and take out the top 
carbon holder. If these instructions are 
not followed it will be impossible to get 
the reflector out and the lamp will be 
damaged. 

Q. 296 .—-Is it possible to focus this 
lamp by measurement? 

A .—This lamp can be focused by 
measurements in the most satisfactory 
manner. Following is the rule: You 
must know first that the reflector case 
sets straight and level on the arch of the 
locomotive, and that the front edge of 
the reflector is parallel with the front 
edge of the case. The center of the top 
of the copper electrode must be placed 
in the center of the reflector ; the meas- 


/ 

94 Electric Headlight. 

urements must be taken from the top of 
the electrode to the sides, top and bottom 
of the reflector, th^n lower the electrode 
y 8 of an inch. If the reflector has a 16- 
inch face and is 8 inches deep the copper 
electrode must be 2% inches from the 
back of the reflector. If the reflector has 
an 18-inch face and is 9 inches deep the 
copper electrode must be 2^4 inches from 
the back of the reflector. If the reflector 
has an 18-inch face and is 12 inches deep 
the copper electrode must be 1% inches 
from the back of the reflector. 


«- IRAe r.i~] cojgtca . $ 













« 



















✓ 


# 





* 


S£ p 10 I9U6 








4 








► 









Mamet and Mutnbars of Parity 

28 I'ituluirf I’u#t, largo hole 
Wty endingPost Nut 
T) >• ling Post, small hole 
40 Uofloctnr Clump, bottom 
4 '*6 Reflector Clomp, top 
ii K«a«ctor Support 
u Clutch 
io Extension llase 
WW Lamp Base 
MV$ Lamp Columa 
52 Bottom, large clump 
Bottom, small clamp 
Hand Nut 
Hand Washer 
Top Bracket 
Spring Tension Screw 
584* Spring Teaalon 
Nut 

">9 Top Lexer 
ttO Small Lever 
Ala Oaeti Pot 
Alb Oaab Pol Plunger 
9% Magnet Inaulatlon 
A3 Magnet Long Link 
*34 Magnet Short Ltulc 
04 Magnet 
65 Solenoid 


SJ 

54 

M 

57 

58 


HEAD LAMP 

D % 


G3i 


68 Binding Post Screw 

69 lop Lever Screw 
74 Set Screw 

70a Clutch Rod Weight 
78b Clutch Rod 
79 Thumb Nut 

87 Carbon Clamp, male 

88 Carbon Clamp, female 

90 Magnet Toko 

91 Carbon Holder Spring 
9ia Top Clutch Spring 

9a Tension Spring 

96 Insulation Fibre 

97 Inanlatlon Washer 

98 Vortical Adjusting Screw 

99 Vortical Adjusting Nut 

100 Upper Carbon Holder 
102 Clutch Foot 

102a Clutch Foot Rod 
109 Cojiper Electrode 

120 Solenoid Screw 

121 Reflector Clamp Screw 

122 Clutch Weight Screw 
16« Electrode Support 
165 Electrode Lover 

I6A Electrode Set Screw 

167 Electrode Lock Nut 

168 Electrode Escutcheon Pin 
200 Electrode Holder, comp’tc 

Topcar bon Hoi der.com p ie 


?! >4 



ftTlONAL 

ELECTRIC 

HEADLIGHT G. 




‘28 Binding Post, large bole 
28Binding Post Nut 
29 Binding Post, small bole 
68 Binding Post Screw 
97 Insulation Washer 
971^ Insulating Busiilng 

111 Incandescent Binding Screw 

112 Top Field Connecting Screw 

115 Bushing 

140 Top Brush Holder 

141 Bottom Brush Holder 

142 Brush Spring 

143 Brush Spring Adjuster 

144 Adjuster Screw 

145 Brush Holder Screw 

146 Top Brush Holder, 

complete 

147 Bottom Brush Holder, 

complete 



20 07 28 

Showing Brushes Pressed Against the Commutator. 



Method of Using Sandpaper 



h m 

■ m. 

- ■ ik % 

sk&:. fM 

■ 





Vertical Section 1 hrough Main Casting and Wheel, 
Showing Passage of Steam 





7': >V. 


■ ; \u 

| M\ M 

L § ■ 


'0m ■+' 


■Of;, J 

Tfe'J 

-'m-- i- 

. ^-V - " ' 

■ '' ' A ' o' 22 

• -O'? /. 








_ .</■'« v' ■ ••St* 




J J 

; o ; 


'/ o; 



Showing Cross-Arm, Connecting Link, Governor 
Stand and Plunger. 



c--2 

---V '"'T' 

• , mV 1 

to i-. ! \ V K 1 •* 




XX 








>.b\ ’4.. M > & v / V 


N ' * | 

V\ i 


- ■—l cij* 






.... ?*iir •wutf.jrtw. ) 




»»<• busters at P»<lt ‘ - 



JfiS 










* * T • • 

H C J J 



Pyle Compound Steam Turbine 
































































































































































































































4loJ .Sr MH&lI X y 

gy pOjfe 

V j 



r 4 % f" 1 

JT-VS^S 

Sj^K! J= 



y*^ yc^ mSA. fyj^grp^y 


/^J^R TiVl^/fc yy M «4.J^A , 






Jry \gNsSJN * 


*^r^ 5 lk vJ 

7 p* L V^i^r 


IMS 1 J Ttfc&S 







r 





1 

i 





§Hj 



\ b 

Vtf V - - 

. 'V i«p 




IS 

1 Vv^E 





